System and Synchronization Process for Inductive Loops in a Multilane Environment

ABSTRACT

A method and system for synchronization of detection loops in a multilane environment. A plurality of loop sensors are arranged in a plurality of lanes such that loop sensors in adjacent lanes are mutually contiguous. A simultaneous synchronization signal is sent to each of the plurality of loop detector controllers, where each loop detector controller is in communication with a loop sensor. The signal causes a scheduling of sampling periods for each loop sensor, such that the sampling period of each loop sensor does not overlap with that of a contiguous loop in an adjacent lane.

RELATED APPLICATIONS

This application claims benefit of U.S. Provisional Application Nos.60/574,996, 60/574,997, 60/574,998, and 60/574,999, all filed May 28,2004, which are herein incorporated by reference in their entirety.

This is a continuation-in-part (“CIP”) application that claims thebenefit of U.S. patent application Ser. No. 10/953,858, filed Sep. 30,2004 (“the '858 application”), which is a continuation of U.S. patentapplication Ser. No. 10/206,972, now U.S. Pat. No. 6,864,804), which isa CIP application of U.S. patent application Ser. No. 10/098,131, filedMar. 15, 2002 (“the '131 application”), which is a CIP application ofU.S. patent application Ser. No. 09/977,937 (“the '937 application”),filed Oct. 17, 2001. The above patent and all the above applications areincorporated herein by reference in their entirety.

BACKGROUND

1. Field of the Invention

The present invention relates generally to detection, identification,and classification of metallic objects, and more particularly, to asystem and method for using ferromagnetic loops to identify and classifyvehicles.

2. Background of the Invention

A typical automatic toll collection system for a highway involves theuse of a toll collection station or toll booth positioned between eachlane of traffic. Vehicles driving on the highway must pass through atoll lane alongside the toll collection station.

The passage of vehicles by the toll collection stations is monitoredwith a combination of loop detectors, treadles, or other such devicescapable of detecting passing vehicles. These devices provide vehicleclassification information after the vehicle has passed a payment point.Although these devices can be used for audit purposes, they do notaddress the potential for error when an attendant makes a mistake, nordo they address the ability to properly classify all transactions.

In early toll collection systems, attendants were employed to manuallycollect fares from the operators of vehicles and to regulate the amountof tolls. Utilizing attendants to collect fares involves numerousproblems including, but not limited to, the elements of human error,inefficiencies, traffic delays resulting from manually collected tolls,employment costs of toll attendants, and embezzlement or theft ofcollected toll revenues. As a result, devices have been developed toautomatically operate toll collection systems without the need for tollattendants. In these systems, the toll fees paid can be based on acombination of the number of axles on a vehicle as well as a set priceper vehicle.

However, known tolling systems designed to operate without a toll boothattendant intervention are typically based on several heterogeneouscomponents that are not optimized to work together.

One example of a toll system that can collect tolls of different tollrates from different classes or categories of vehicles without userintervention is described in the '937 application. The '937 applicationdiscloses an intelligent vehicle identification system (IVIS) thatincludes one or more inductive loops. The inductive loops disclosed inthe '937 application includes signature loops, wheel assembly loops,intelligent queue loops, wheel axle loops, gate loops, vehicleseparation loops, and enforcement loops.

The '972 application discloses additional designs, configurations,installation, and other characteristics associated with the loopspreviously disclosed in the '937 application. In other words, aferromagnetic loop in accordance with the teaching of the '972application can be adapted to be utilized as one or more of the loopsdisclosed in the '937 application. Of course, the ferromagnetic loops ofthe '972 application have applications beyond those in the toll roadcontext and those disclosed in the '937 application. For example, theferromagnetic loops of the '937 application can be adapted to servevarious purposes including traffic law enforcement, traffic surveys,traffic management, detection of concealed metallic objects, treasurehunting, and the like.

The present CIP application provides additional description to the '972application, and claims additional aspects of the invention disclosed inthe '972 application.

SUMMARY OF THE INVENTION

A ferromagnetic loop of the present invention has many applications. Forexample, it can be used to detect metallic objects, sensing movingvehicles, and classifying vehicles for toll road applications. Apreferred embodiment of the ferromagnetic loop is characterized by acontinuous wire. Preferably, the continuous wire is shaped in aserpentine manner. Preferably, the continuous wire is shaped in theserpentine manner on a plane having a footprint. The footprint has anaxis. A frequency associated with the ferromagnetic loop is affectedwhen there is a relative motion between the ferromagnetic loop and ametallic object along the axis of the footprint. For example, thefrequency fluctuates when the object moves along the axis above theferromagnetic loop. Similarly, the frequency can fluctuate if theferromagnetic loop moves in a direction along the axis above the object.

The footprint can take one of several shapes. For example, the footprintcan be one of a triangle, a rectangle, a square, a circle, an ellipse, arhombus, a parallelogram, and the like. Preferably, the continuous wireforms multiple contiguous polygons within the footprint. Preferably,each of the multiple contiguous polygons can assume one of severalshapes. For example, each of the contiguous polygons can be one of arectangle, a square, a rhombus, a parallelogram, and the like.Preferably, there are at least three contiguous polygons within thefootprint. The contiguous polygons may be parallel, perpendicular, or atan angle with respect to the axis of footprint.

Each of the multiple contiguous polygons is associated with a spacingdimension. The spacing dimension may be constant for all the contiguouspolygons. Alternatively, there may be different spacing dimensions amongthe polygons. For example, the spacing dimensions of the contiguouspolygons may demonstrate a gradient characteristic as shown in loop 4900in FIG. 49.

In a specific implementation for vehicle detection applications, thepresent invention provides a ferromagnetic loop that is installed on atravel path for detection of vehicles moving in a direction along thetravel path. In the specific implementation as shown in FIG. 27,ferromagnetic loop 2700 is characterized by continuous wire 2702, whichis shaped in a serpentine manner within footprint 2704. Footprint 2704has footprint length dimension 2706, which is parallel to direction 2710and footprint width dimension 2708, which is perpendicular to direction2710. Continuous wire 2702 forms multiple contiguous polygons 2712within footprint 2704. Each of multiple contiguous polygons 2712 ischaracterized by polygon length dimension 2716 that is parallel todirection 2710 and polygon width dimension 2718 that is perpendicular todirection 2710. Polygon length dimension 2716 is also known as thespacing dimension. A frequency associated with ferromagnetic loop 2700is affected when a vehicle (not shown) moves across footprint 2704 indirection 2710. The detection of the vehicle can be done using loopdetector 2720, which is connected to continuous wire 2702 via lead-in2714.

In one embodiment, each of polygon width dimensions 2718 issubstantially equal to footprint width dimension 2708 and a sum of allthe polygon length dimensions 2716 is substantially equal to footprintlength dimension 2706. In a different embodiment, any of polygon lengthdimensions 2716 is as long as any other polygon length dimensions 2716.In still a different embodiment, one or more of polygon lengthdimensions 2716 is longer than at least one other polygon lengthdimension 2716. In other words, the spacing dimension 2716 between anytwo contiguous polygons may be the same or vary.

In a different preferred embodiment of the ferromagnetic loop shown inFIG. 49A, ferromagnetic loop 4910 includes left loop 4912 and right loop4914. Left loop 4912 is characterized by a left footprint with a leftlength dimension parallel to the direction and a left width dimensionperpendicular to the direction. Similarly, the right loop ischaracterized by a right footprint with a right length dimensionparallel to the direction and a right width dimension perpendicular tothe direction. Left loop 4912 and the right loop 4914 are part of acontinuous wire that is characterized by overall footprint 4920 havingoverall length dimension 4922 parallel to the direction and overallwidth dimension 4924 perpendicular to the direction. Left loop 4912 andright loop 4912 are located offset relative to each other such that asum of the left length dimension and the right length dimension equalsoverall length dimension 4922, and a sum of the left width dimension andthe right width dimension equals overall width dimension 4924. When avehicle moves in the direction over the ferromagnetic loop, a leftportion of the vehicle's wheel assembly affects a first frequencyassociated with left loop 4912 and a right portion of the vehicle'swheel assembly affects a second frequency associated with right loop4914. Each of left loop 4912 and right loop 4914 can assume one ofseveral shapes. For example, the shape for each of the left loop and theright loop can be one of a rectangle, a square, a rhombus, aparallelogram, and the like.

In another embodiment shown in FIG. 49B, the present invention providesa different loop array 4950 for detection of vehicles moving in adirection. Loop array 4950 includes front loop 4952 and rear loop 4954.Each of front loop 4952 and rear loop 4954 is associated with afrequency that is quantifiable by loop detector 4902 in communicationwith loop array 4950. The frequency associated with each of front loop4952 and rear loop 4954 is affected when a vehicle moves across each offront loop 4952 and rear loop 4954 in direction 4906. Preferably, atleast one of front loop 4952 and rear loop 4954 is characterized bymultiple contiguous polygons. Preferably, at least one of front loop4952 and rear loop 4954 is characterized by a continuous wire shaped ina serpentine manner to form the multiple contiguous polygons.Preferably, at least one of front loop 4952 and rear loop 4954 ischaracterized by a footprint having a loop length dimension and a loopwidth dimension, and each of the multiple polygons associated with theloop is characterized by a polygon length dimension and a polygon widthdimension. Preferably, the sum of all polygon length dimensions issubstantially equal to the loop length dimension, and each of thepolygon length dimensions is substantially equal to the loop lengthdimension.

The present invention further provides methods for installing aferromagnetic loop for detection of vehicles. A preferred methodincludes the step of providing a web of grooves on a traveling lane. Theweb of grooves is characterized by multiple contiguous polygons. Themethod further includes the step of laying a continuous wire in aserpentine manner within the web of grooves. The method also includesthe step of securing the continuous wire within the web of grooves usinga bonding agent. Preferably, the method can further include the step oflaying the continuous wire at least two turns in at least one groove ofthe web of grooves. Preferably, the at least two turns are laidside-by-side within the at least one groove. Preferably, the web ofgrooves has a spacing between any two parallel grooves. The spacing maybe from about three inches to about eight inches. Furthermore, the webof grooves may have a gradient spacing between the parallel grooves. Thegradient spacing can range from between about three inches and abouteight inches.

The present invention further includes a method for preparing aferromagnetic loop. The method includes the step of pre-forming acontinuous wire shaped in a serpentine manner to form multiplecontiguous polygons. The method also includes the step of attaching oneor more fasteners along the continuous wire to maintain the multiplecontiguous polygons. The fasteners are adapted to maintain the multiplecontiguous polygons. The method can further include the step ofproviding at least two turns of the continuous wire to form at least oneof the multiple contiguous polygons. The at least two turns of thecontinuous wire are preferably arranged side-by-side.

SUMMARY OF THE INVENTION

Brief Description of the Drawings

FIG. 1 is a schematic diagram illustrating a vehicle traveling through apath on which a classification loop array of the present invention islocated.

FIG. 1A is a schematic diagram illustrating preferred locations of aclassification loop array and an intelligent queue loop.

FIG. 2 is a schematic diagram illustrating one embodiment of the presentinvention as implemented in a toll road application.

FIG. 3 is a schematic diagram illustrating another embodiment of thepresent invention as implemented in a toll road application.

FIG. 4 is a schematic diagram illustrating another embodiment of thepresent invention as implemented in a toll road application.

FIG. 5 is a schematic diagram illustrating another embodiment of thepresent invention as implemented in a toll road application.

FIG. 6 depicts exemplary signature information of a vehicle traveling ata speed of ten miles per hour over a six feet by six feet signatureloop.

FIG. 7 depicts other exemplary signature information of the same vehiclethat comes to a complete stop at one time over the six feet by six feetsignature loop.

FIG. 8 depicts exemplary wheel assembly information of a two-axlevehicle traveling over a wheel assembly loop at ten miles per hour.

FIG. 9 depicts exemplary signature information of a vehicle traveling ata speed of five miles per hour over a six feet by six feet signatureloop.

FIG. 10 depicts other exemplary signature information of a vehicletraveling at a speed of 10 miles per hour over a signature loop.

FIG. 11 depicts exemplary signature information of a vehicle travelingat a speed of 30 miles per hour over a six feet by six feet signatureloop.

FIG. 12 depicts exemplary wheel assembly information of a two-axlevehicle traveling over a wheel assembly loop.

FIG. 13 depicts exemplary signature information of a vehicle travelingover an enforcement loop.

FIG. 14 depicts other exemplary wheel assembly information of a two-axlevehicle traveling over a wheel assembly loop.

FIG. 15 is a diagram showing a view from a toll collection stationindicating that as a vehicle approaches the toll collection station, thevehicle is classified and a fare is determined without input from a tollattendant.

FIG. 16 is a screenshot indicating the classification for the vehicleshown in FIG. 15 and a fare associated with the classification.

FIG. 17 is a screenshot showing an image of a vehicle categoryretrievable from a vehicle library that is accessible to an intelligentvehicle identification unit.

FIG. 18 is a screenshot showing an image of another vehicle categoryretrievable from a vehicle library that is accessible to an intelligentvehicle identification unit.

FIG. 19 is a screenshot of the intelligent vehicle identification unitof the present invention, indicating that the vehicle library can bereviewed, updated, or otherwise modified through a graphical userinterface.

FIG. 20 is a screenshot of the intelligent vehicle identification unitof the present invention, illustrating that details of each transactionrecord can be stored in a database.

FIG. 21 depicts exemplary initial signature information indicating avehicle traveling at one speed over a signature loop and an exemplarysubsequent signature information indicating the same vehicle travelingat another speed over an intelligent queue loop.

FIG. 22 depicts exemplary signature information of a four-axle vehicle.

FIG. 23 depicts exemplary signature information of a vehicle towing atwo-axle trailer.

FIG. 24 depicts exemplary signature information of a five-axle truck.

FIG. 25 depicts exemplary signature information of a three-axle dumptruck as detected by an intelligent queue loop.

FIG. 26 is a schematic diagram showing the flow of information amongvarious components of the present invention.

FIG. 27 is schematic diagram showing characteristics associated with aferromagnetic loop of the present invention.

FIG. 28 is schematic diagram showing different wheel sizes of typicalvehicles.

FIG. 29 is schematic diagram showing the layout of a known inductiveloop design.

FIGS. 29A, 29B, 29C, 29D, and 29E are frequency vs. time plots obtainedusing known loops of an existing technology.

FIG. 30 is schematic diagram showing the layout of another knowninductive loop design.

FIGS. 30A, 30B, 30C, 30D, and 30E are frequency vs. time plots obtainedusing known loops of an existing technology.

FIG. 30F is schematic diagram showing the layout of a known “coil withina coil design” loop technology.

FIG. 31 is schematic diagram illustrating a layout of two ferromagneticloops of the present invention.

FIG. 31A is schematic diagram illustrating a gradient diagonal loop ofthe present invention.

FIG. 31B is schematic diagram showing an installation of theferromagnetic loop of the present invention.

FIG. 32 is schematic diagram showing a different embodiment of thepresent invention.

FIGS. 33, 33A, 34, 35, 36, 37, and 38, are frequency vs. time plotsproduced using a ferromagnetic loop of the present invention.

FIG. 39 is schematic diagram showing different embodiments of thepresent invention.

FIG. 40 is a schematic diagram showing how a continuous wire can beshaped in a serpentine manner to form a ferromagnetic loop of theinvention.

FIG. 41 is a cross-sectional view along line A-A of FIG. 40.

FIG. 42 is an alternative cross-sectional view along line A-A of FIG.40.

FIG. 43 is another alternative cross-sectional view along line A-A ofFIG. 40.

FIGS. 43A, 43B, 43C, and 43D are frequency vs. time plots produced usinga ferromagnetic loop of the present invention.

FIG. 44 is a cross-sectional view of a ferromagnetic loop of the presentinvention.

FIGS. 44A, 44B, 44C, 44D, and 44E are frequency vs. time plots producedusing a ferromagnetic loop of the present invention.

FIG. 45 is schematic diagram showing different embodiments of thepresent invention.

FIGS. 45A, 45B, 45C, 45D, 45E, 45F, 45G, 45H, and 45I are frequency vs.time plots produced using a ferromagnetic loop of the present invention.

FIGS. 46 and 46A are schematic diagrams showing ferromagnetic loops ofthe present invention with offset left and right segments.

FIGS. 46B, 46C, 46D, 46E, 46F, and 46G are schematic diagrams showinghow a ferromagnetic loop of the present invention can be shaped using acontinuous wire.

FIG. 47 is schematic diagram showing an offset loop of the presentinvention having a left segment and a right segment offset by adistance.

FIGS. 47A, 47B, 47C, 47D, 47E, 47F, 47G, 48A, 48B, 48C, 48D, 48E, and48F are frequency vs. time plots produced using a ferromagnetic loop ofthe present invention.

FIG. 49, 49A, 49B, and 49C are schematic diagrams showing additionalembodiments of the present invention.

FIGS. 50 and 51 are schematic diagrams showing additional embodiments ofthe present invention involving loop arrays.

FIG. 52 is a schematic diagram showing a cross-sectional view of ananchor or a locking mechanism of the present invention.

FIG. 53 is a schematic diagram showing alternative anchors of thepresent invention.

FIG. 54 is a schematic diagram showing a cross-sectional view of aferromagnetic loop of the present invention.

FIG. 55 is a schematic diagram showing a preferred embodiment of thepresent invention.

FIGS. 55A, 55B, and 55C are frequency vs. time plots produced using aferromagnetic loop of the present invention.

FIG. 56 is a schematic diagram showing another preferred embodiment ofthe present invention.

FIGS. 56A, 56B, and 56C are frequency vs. time plots produced using aferromagnetic loop of the present invention.

FIG. 57 is a schematic diagram of another preferred embodiment of thepresent invention.

FIGS. 57A and 57B are frequency vs. time plots produced using aferromagnetic loop of the present invention.

FIG. 58 depicts a block diagram of a toll violation enforcement system(VES), according to an exemplary embodiment of the present invention.

FIG. 59 discloses details of an application program according to oneembodiment of the present invention.

FIG. 60 depicts details of operation of a plate location moduleaccording to an exemplary embodiment of the present invention.

FIG. 61 shows images captured using a capture unit according to apreferred embodiment of the present invention.

FIG. 62 illustrates details of operation of a plate location moduleaccording to an embodiment of the present invention.

FIG. 63 illustrates operation of an image enhancement module accordingto another embodiment of the present invention.

FIG. 64 depicts interoperation of an image compression module with othermodules according to an embodiment of the present invention.

FIG. 65 illustrates exemplary features of a violation enforcement systemaccording to an embodiment of the present invention.

FIG. 66 illustrates exemplary steps for a method for toll violationenforcement according to an exemplary embodiment of the presentinvention.

FIG. 67 illustrates components of an MVIC system according to anexemplary embodiment of the present invention.

FIG. 68 depicts a relative arrangement employed for an RF read systemand an IVIS system according to one embodiment of the present invention.

FIG. 69 depicts additional sensors used in an IVIS system according toan exemplary embodiment of the present invention.

FIG. 70 depicts a scenario in which an MVIC arrangement of the presentinvention is used to detect a vehicle that straddles two travel lanes.

FIG. 71 displays a typical frequency is time plot for a two axlevehicle, taken by a gradient sensor arranged according to an embodimentof the present invention.

FIG. 72 illustrates exemplary steps involved in a method for determininga vehicle position using IVIS and RF data, according to an exemplaryembodiment of the present invention.

FIG. 73 depicts a scenario where a vehicle passes lane straddlingsensors arranged according to another embodiment of the presentinvention.

FIG. 74 illustrates a scenario in which two vehicles in two adjacentlanes pass through an MVIC arrangement of the present invention at thesame time.

FIG. 75 illustrates exemplary steps involved in a method for determiningthe simultaneous presence of more than one vehicle in an MVIC area usinglane straddling sensors, according to an exemplary embodiment of thepresent invention.

FIG. 76 illustrates a scenario in which two lane straddling sensors ofthe present invention are activated when a vehicle travels entirelywithin a single travel lane.

FIG. 77 illustrates a scenario in which two lane straddling sensors ofthe present invention are activated when two vehicles each traveldirectly over one sensor.

FIG. 78 illustrates a scenario in which two cars traveling throughadjacent lanes that only trigger two lane straddling sensors toactivate.

FIG. 79 illustrates exemplary steps for implementing a “read zoneprediction” process to accurately identify a vehicle, according to anexemplary embodiment of the present invention.

FIG. 80 depicts a side view of a portion of an MVIC arrangement,according to an exemplary embodiment of the present invention.

FIGS. 81 a-81 d show a series of images of vehicle images recorded usinga vision tracking system according to one embodiment of the presentinvention.

FIGS. 82 a-82 d display the results of motion analysis collected formoving vehicle 8102 of FIG. 81.

FIG. 83 displays images from FIGS. 82 a to 82 d superimposed on the sameframe.

FIG. 84 illustrates a tandem RF read zone geometry employed inconjunction with an IVIS sensor array according to another exemplaryembodiment of the present invention.

FIG. 85 depicts exemplary steps involved in a method for conductingmultiple RF transactions with vehicle passing through a tandem RF readzone, according to a preferred embodiment of the present invention.

FIG. 86 illustrates a sensor arrangement in a multiple sensor arrayaccording to an embodiment of the present invention.

FIG. 87 shows a control page of a master program for controllingsampling periods in a multilane IVIS system, according to a preferredembodiment of the present invention.

FIG. 88 illustrates a “four diamond one VTS” configuration, according toan embodiment of the present invention.

FIG. 89 illustrates a “three diamond VTS” arrangement according toanother embodiment of the present invention.

FIG. 90 illustrates exemplary steps involved in a method for vehicletracking, according to an embodiment of the present invention.

FIG. 91 illustrates another MVIC system, arranged according to a furtherembodiment of the present invention.

FIG. 92 illustrates an embodiment of the present invention in which avisible light signal is arranged within or above the roadway.

FIG. 93 illustrates another embodiment of the invention, in whichmultiple lighting sources are employed in travel lanes to alert apassing vehicle as to toll account status.

DETAILED DESCRIPTION OF THE INVENTION

Overview of the '937 Application

It is noted the present invention can be adapted for a large number ofdifferent applications. For example, the profile information generatedby a classification loop array using the present invention can be usedin traffic management and analysis, traffic law enforcement, and tollcollection.

FIG. 1 is a schematic diagram illustrating a preferred location ofclassification loop array 110 of the present invention on the surface ofpath 100. Path 100 can be, for example, a toll lane, a roadway, anentrance to a parking lot, or any stretch of surface on which vehicle120 travels in direction 130. Classification loop array 110 is locatedat a distance D upstream from device 150 along path 100.

Classification loop array 110 comprises at least one signature loop andat least one wheel assembly loop. Briefly, the signature loop is adaptedto indicate changes in electromagnetic field which can be processed toproduce initial signature information as it detects the presence ofvehicle 120 over it. The initial signature information representschanges of inductance which can be interpreted to identify, among othercharacteristics of vehicle 120, a speed of the vehicle, an axleseparation of the vehicle, and a chassis height of the vehicle. Thewheel assembly loop is adapted to indicate changes in electromagneticfield which can be processed to produce wheel assembly information as itdetects the presence of vehicle 120 over it. The wheel assemblyinformation represents changes of inductance which can be interpreted toidentify, among other attributes of vehicle 120, the axle count and theaxle separation with increased accuracy and details. Specifically, thewheel assembly loop can detect, among other things, the separationbetween two successive wheels of vehicle 120 that is traveling indirection 130. The initial signature information and the wheel assemblyinformation, collectively, are also known as profile information of thevehicle.

Device 150 is in communication with classification loop array 110. Asdiscussed below, device 150 can be one of many different devices thatcan be used in conjunction with classification loop array 110. Althoughdevice 150 is shown in FIG. 1 to be located downstream of classificationloop array 110 in direction 130, device 150 can be located elsewhere,for example, at a position upstream of classification loop array 110. Inanother example, device 150 can located next to classification looparray 110. In still another example, device 150 can be at a remotelocation. Distance D can be any distance depending on specificapplications. In a toll collection application in which path 100 is atoll lane, distance D can be between zero and 110 feet. Preferably,distance D is about 65 feet. It is noted that a length of 65 feet isslightly longer than then the length of a typical tractor trailer. Thedistance D should be increased to about 85 feet to 110 feet for tolllanes that are adapted to accommodate tractor-trailers towing doubletrailers. Similarly, the distance D can be shorter than 65 feet iftractor trailers are not expected to use path 100.

In a traffic management and analysis application, classification looparray 110 can be arranged such that it can be used to sense movement ofvehicle 120 along path 100 in direction 130. For example, path 100 canbe a specific stretch of a highway. In this application, device 150 canbe, for example, a computer adapted to perform statistical analysisbased on data collected by classification loop array 110. Device 150can, for example, use the data collected by classification loop array110 to determine the types of vehicles that use the highway, the numberof vehicles passing that point each day, the speed of the vehicles, andso on.

In a traffic law enforcement application, classification loop array 110can be used in conjunction with other devices. For example, device 150can be a camera that is positioned to take a photograph of the licenseplate of vehicle 120 if classification loop array 110 detects a speed ofvehicle 120 exceeding a speed limit. In still another example, path 100is a restricted lane that prohibits large vehicles such as tractortrailers and device 150 is a camera used to capture an image of thelicense plate of vehicle 120 if classification loop array 110 detectsthe presence of a tractor trailer in path 100.

In a toll collection application in which device 150 is a payment point(e.g., an automated toll collection mechanism), profile informationassociated with vehicle 120 that is collected by classification looparray 110 can be used to classify vehicle 120 before it arrives at thepayment point. The classification can then be used to notify an operatorof vehicle 120 about an appropriate fare associated with theclassification. In this toll collection application, vehicle 120 isclassified and the appropriate fare is determined before it arrives atdevice 150. More importantly, the classification is made without inputfrom a toll attendant, thereby eliminating human errors associated withclassification of vehicles. When vehicle 120 arrives at device 150, theappropriate fare can be collected from the operator. It is noted thatdevice 150 can be replaced by a toll attendant even though in thisapplication the toll attendant does not classify vehicle 120 todetermine the fare. In the toll collection application of the presentinvention, it is preferable that vehicle 120 clears classification looparray 110 (i.e., the entire vehicle 120 must clear classification looparray 110 before vehicle 120 reaches device 150.

PREFERRED EMBODIMENTS FOR IMPLEMENTATION IN A TOLL LANE

FIG. 1A is a schematic diagram illustrating the layout of components ofanother preferred embodiment of the present invention. In this preferredembodiment, path 100 is a toll lane on which vehicle 120 travels indirection 130. Device 150 is a payment point. Classification loop array110 is located at a distance D upstream of device 150. At or near device150, intelligent queue loop 140 is located on toll lane 100 downstreamof classification loop array 110. Intelligent vehicle identificationunit 170 is in communication with classification loop array 110,intelligent queue loop 140, and device 150.

Preferably, classification loop array 110 has a length and a width. Thewidth is preferably wide enough so that no vehicle can travel on tolllane 100 without being detected by classification loop array 110. Thelength, indicated in FIG. 1A as length L, is preferably between aboutthree and thirty feet. Preferably, classification loop array 110comprises at least one signature loop that measures six feet by sixfeet. Intelligent queue loop 140 preferably has a length and width thatis similar to the signature loop. In other words, intelligent queue loop140 is also preferably six feet by six feet.

In this embodiment, the signature loop (not shown in FIG. 1A) ofclassification loop array 110 is adapted to indicate changes inelectromagnetic field which can be processed to produce initialsignature information of vehicle 120. Intelligent queue loop 140 isadapted to indicate changes in electromagnetic field which can beprocessed to produce subsequent signature information of vehicle 120.The initial and subsequent signature information of a common vehicleexhibit similar characteristics on a inductance vs. time plot. Exemplaryinductance vs. time plots are shown in FIGS. 6-7, 9-11, 13, and 21-25.The Y-axis represents a unit of inductance and the X-axis represents aunit of time. Preferably, the unit of inductance is in kilo-henrys andthe unit of time is in milli-seconds.

Preferably, classification loop array 110 further comprises at least onewheel axle loop (not shown in FIG. 1A). The wheel axle loop is adaptedto indicate changes in electromagnetic field which can be processed toproduce wheel assembly information. The wheel assembly information canbe represented in an inductance vs. time plot. Exemplary inductance vs.time plots of wheel assembly information is shown in FIGS. 8, 12, and14.

Intelligent vehicle identification unit 170 is in communication withclassification loop array 110, intelligent queue loop 140, and device150. In the preferred embodiment, when vehicle 120 is traveling overclassification loop array 110, profile information of vehicle 120 isgenerated and provided to intelligent vehicle identification unit 170.As noted above, the profile information represents changes of inductancewhich can be interpreted to identify, among other characteristics ofvehicle 120, an axle count of the vehicle, an axle spacing of thevehicle, a speed of the vehicle, and a chassis height of the vehicle.

As suggested above, the profile information includes initial signatureinformation that is produced based at least in part on data collected bythe signature loop of classification loop array 110. Preferably, theprofile information also includes wheel assembly information that isproduced based at least in part on data collected by the wheel assemblyloop. When vehicle 120 travels over intelligent queue loop 140,subsequent signature information is produced based at least in part ondata collected by intelligent queue loop 140. The profile informationand the subsequent signature information are provided to intelligentvehicle identification unit 170.

If the initial signature information and the subsequent signatureinformation indicate that the vehicle previously detected byclassification loop array 110 is now at device 150, intelligent vehicleidentification unit 170 notifies the operator of vehicle 120 of theappropriate fare associated with the profile information. In otherwords, intelligent queue loop 140 verifies that that the vehicle atdevice 150 is the same vehicle for which the fare was determined fromclassification loop array 110. This serves to detect if one or morevehicles have disturbed the queue order.

FIG. 2 is a schematic diagram illustrating one embodiment of the presentinvention as implemented in a toll road application. Classification looparray 200 comprises a number of loops, including, for example, one ormore signature loops 210 and 230, and at least one wheel assembly loop220. Signature loops 210 and 230, and wheel assembly loop 220, arearranged such that a vehicle traveling in direction 130 would initiallyencounter front signature loop 210, and then wheel assembly loop 220,and finally rear signature loop 230.

In addition to classification loop array 200, the preferred embodimentshown in FIG. 2 further comprises intelligent queue loop 240 and gateloop 250. Intelligent queue loop 240 is preferably similar to signatureloops 210 and 230 in shape and dimensions. Gate loop 250 is adapted todetect the presence of the vehicle beyond or downstream of toll gate252. Preferably, toll gate 252 is kept open until the vehicle clearsgate loop 250.

Each of front signature loop 210, rear signature loop 230, andintelligent queue loop 240 is preferably generally rectilinear orrectangular in shape. Preferably, each of these loops has two or moreturns of wire. The width of each of these loops is preferably six feet.However, the width can be almost as wide as toll lane 100. In an examplein which toll lane 100 is 12 feet wide, the width of each of these loopscan be between about three feet and about eleven feet. Preferably, eachof these loops is a square, in other words, the length of each of theseloops is the same as the width. Preferably, each of these loops measuressix feet by six feet.

Each of front signature loop 210, rear signature loop 230, intelligentqueue loop 240, and gate loop 250 is basically an inductive loop. Eachof these loops is used to detect, among other things, a presence of avehicle over it, the vehicle's chassis height, an axle count of thevehicle, and the movement of the vehicle. Each of these loops preferablyproduces a flux field or an electromagnetic field that is high enough tobe affected by the chassis of each vehicle that uses toll lane 100. Thechassis of the vehicle creates eddy currents and disperses the fluxfield of the loop. This results in lowering the inductance of the loopcircuit. One of skill in the art could consult Traffic DetectorHandbook, Publication No. FHWA-IP-90-002, which is incorporated hereinby reference in its entirety, for further information regardinginductive loops. The loop's detector (e.g., loop detector 260) processesthese inductive changes in the loop circuit.

Wheel assembly loop 220 is also an inductive loop. Preferably, wheelassembly loop 220 is adapted to detect the wheel assemblies of thevehicle and to minimize the detection of the chassis of the vehicle andmaximize the detection of the axles of the vehicle. Wheel assembly loop220 is adapted to indicate changes in electromagnetic field which can beprocessed to produce wheel assembly information.

Intelligent queue loop 240 preferably senses the beginning of thevehicle, the end of the vehicle, the chassis height of the vehicle, andthe vehicle's presence over it. Gate loop 250 is preferably adapted todetect the presence of the vehicle. The detection of the vehicle by gateloop 250 controls toll gate 252.

Each of front signature loop 210, wheel assembly loop 220, rearsignature loop 230, intelligent queue loop 240, and gate loop 250 is incommunication with one or more loop detector 260. Loop detector 260preferably has a loop signal processor and discriminator unit (LSP&D)(not shown). Preferably, each of front signature loop 210, rearsignature loop 230, intelligent queue loop 240, and gate loop 250 can beused to determined signature information including one or more ofvehicle presence, vehicle speed, vehicle length, chassis height, andvehicle movement. The signature information, as discussed above, can berepresented in an inductance vs. time plot.

FIG. 6 depicts an exemplary signature information of a vehicle travelingat a speed of ten miles per hour over a six feet by six feet signatureloop. The speed can be calculated based on the slope of curve 610. Point612 indicates a moment in time when the vehicle is first detected by thesignature loop. Point 614 indicates a moment in time when the vehicle isat the center of the signature loop. Point 616 indicates a moment intime when the vehicle has gone beyond the detection zone of thesignature loop.

FIG. 7 depicts other exemplary signature information of the same vehiclethat comes to a complete stop at one time over the six feet by six feetsignature loop. Curve 710 represents the movement of the vehicle overthe signature loop. The flat portion of curve 710 between point 712 (attime=1027) and 714 (at time=1606) indicates that the vehicle isstationary.

FIG. 9 depicts an exemplary signature information of a vehicle travelingat a speed of five miles per hour over a six feet by six feet signatureloop. Curve 910 shows changes in inductance detected by the signatureloop as the vehicle moves over the signature loop.

FIG. 10 depicts other exemplary signature information of a vehicletraveling at a speed of 10 miles per hour over a signature loop. Curve1010 shows changes in inductance detected by the signature loop as thevehicle moves over the signature loop.

FIG. 11 depicts an exemplary signature information of a vehicletraveling at a speed of 30 miles per hour over a six feet by six feetsignature loop. Curve 1110 shows changes in inductance detected by thesignature loop as the vehicle moves over the signature loop.

Note that each of curves 910, 1010, and 1110 exhibits a similar pattern.Each of these curves shows that when the vehicle is not detected, theinductance value is in between 121000 units and 121200 units. Each ofthese curves also shows that when the vehicle is in the center of thesignature loop, the inductance value is in between 120000 units and120200 units. The noticeable difference between these three curves isthe width of the gap between two points on the curve when the presenceof the vehicle is detected. Indeed, each of these curves characterizesthe same vehicle (incidentally, the vehicle is a pickup truck) moving atspeeds of five miles per hour, 10 miles per hour, and 30 miles per hour,as represented by curves 910, 1010, and 1110, respectively, over thesame signature loop.

FIG. 13 depicts an exemplary signature information of the same vehicletraveling over an enforcement loop or an intelligent queue loop. Notethat curve 1310 exhibits similar pattern of inductance change over timeas those characterized by curves 910, 1010, 1110.

FIG. 8 depicts an exemplary wheel assembly information of a two-axlevehicle traveling over a wheel assembly loop at ten miles per hour.Curve 810 indicates changes in inductance as the vehicle travels overthe wheel assembly loop. First peak 812 indicates the detection of afront wheel of the vehicle. Second peak 814 indicates the detection of arear wheel of the vehicle.

FIG. 12 depicts an exemplary wheel assembly information of a two-axlevehicle traveling over a wheel assembly loop. Curve 1210 indicateschanges in inductance as the vehicle travels over the wheel assemblyloop. First peak 1212 indicates the detection of a front wheel of thevehicle. Second peak 1214 indicates the detection of a rear wheel of thevehicle.

FIG. 14 depicts other exemplary wheel assembly information of a two-axlevehicle traveling over a wheel assembly loop. Curve 1410 indicateschanges in inductance as the vehicle travels over the wheel assemblyloop. First peak 1412 indicates the detection of a front wheel of thevehicle. Second peak 1414 indicates the detection of a rear wheel of thevehicle.

Referring now to FIG. 21, initial curve 2110 characterizes a vehicletraveling at a first speed over a signature loop. Subsequent curve 2120characterizes the vehicle slowing down significantly when it wasdetected by an intelligent queue loop 240. Both curve 2110 and curve2120 have identical lowest inductance between 119600 units and 119800units, indicating that each of curve 2110 and curve 2120 characterizesthe same vehicle.

FIGS. 22-25 are additional exemplary inductance vs. time plotsrepresenting signature information of different categories of vehicles.FIG. 22 depicts an exemplary signature information of a four-axlevehicle. FIG. 23 depicts an exemplary signature information of a vehicletowing a two-axle trailer. FIG. 24 depicts an exemplary signatureinformation of a five-axle truck. FIG. 25 depicts an exemplary signatureinformation of a three-axle dump truck.

Referring back to FIG. 2, intelligent vehicle identification unit 270comprises a microprocessor. The microprocessor is preferably capable ofgathering data from one or more distinct inductive loop measurement andprocessing units such as loop detector 260. One example of loop detector260 is a microprocessor that provides an oscillating circuit. Loopdetector 260 can be incorporated into intelligent vehicle identificationunit 270. Loop detector 260 receive the profile information fromclassification loop array 200 and the subsequent signature informationfrom intelligent queue loop 240. Furthermore, intelligent vehicleidentification unit 270, given the signals received (which comprises theprofile information and the subsequent signature information), canperform various calculations on the signals to determine coreinformation about a vehicle passing over the inductive loops such asrelative vehicle mass, vehicle length, average passing speed of thevehicle, direction of movement of the vehicle, number of axles presenton the vehicle, and the spacing between subsequent axles on the vehicle.

Intelligent identification unit 270 is in communication with display andlocal interface 272 and remote access and interface 274. Intelligentidentification unit 270 has access to a vehicle library comprisingpredefined vehicle classifications or categories, and their associatedfares. The vehicle library can be modified through a graphical userinterface associated with intelligent identification unit 270.Modification of the vehicle library can involve, for example, adding,deleting, and editing of vehicle categories. The modification can beperformed through a computer associated with a local area network withwhich intelligent vehicle identification unit 270 is associated.Preferably, the modification can also be performed through a computerassociated with a wide area network with which intelligent vehicleidentification unit 270 is associated.

Once the information received from loop detector 260 is processed byintelligent vehicle identification unit 270, the resultant signaturedata of the vehicle is utilized in a comparison engine. The comparisonengine employs both stored typical vehicle signatures for variousdistinct categories of vehicles and neural network processing tointelligently associate the exact data received with a representativevehicle signature previously defined. Also, the initial signatureinformation is stored for later comparison with the subsequent signatureinformation received from intelligent queue loop 240.

After processing this data against the vehicle library and through theneural network processing, the microprocessor assigns a distinctclassification identifier to the vehicle and internally queues the datathus received and awaits a detection signal from intelligent queue loop240. The vehicle library is preferably stored in a database accessibleby intelligent vehicle identification unit 270.

Once the subsequent signature information is received from intelligentqueue loop 240 by the microprocessor, the microprocessor performs ananalysis on this signature information to see if it properly representsthe next internally queued vehicle for purposes of ascertaining that thevehicle arriving at payment point 290 is the same vehicle that thesystem expects to be arriving at payment point 290. Under onecircumstance, a vehicle, e.g., a motorcycle, could potentially pass overclassification loop array 200 and then exit toll lane 100 early. Inanother instance, the vehicle could potentially miss passing overclassification loop array 200 and move into toll lane 100 at a laterpoint, thus missing being correctly classified by the system beforehand.Intelligent queue loop 240 is utilized in both circumstances to detectsuch queuing anomalies.

The microprocessor that is utilized to analyze the various loopsignatures can preferably send data to another main processing device togather data, control traffic flow, or otherwise process the data in ameaningful manner. In a toll collection embodiment of the invention,this collection processing device would be another microprocessor unitdesigned to assimilate various input data and toll collection devicecontrol to assist in collecting proper fare amounts for vehicles passingthrough the toll lane.

If a vehicle crosses intelligent queue loop 240 and is not recognized asthe next classified vehicle, the microprocessor will check any otherqueued classified vehicles to see if the signature matches any othervehicles thus queued. If the subsequent signature information matches alater vehicle, then the microprocessor will assume that any earlierqueued vehicles have exited the lane after crossing classification looparray 200 and will discard those vehicles from the queue.

If a vehicle crosses intelligent queue loop 240 and is not recognized asthe next classified vehicle or as any of the vehicles subsequent in thevehicle classification queue, the microprocessor will then make theassumption that the vehicle entered toll lane 100 late and that it wasnot properly classified. A new vehicle classification record will thenbe inserted into the queue at that point and marked such that the systemdoes not reliably know what type of vehicle is currently at the head ofthe queue.

If a vehicle entered toll lane 100 late, thus causing an anomaly in theproper queuing of vehicles, an appropriate message will be sent from themicroprocessor to the main processing device so that the main processingdevice can make an appropriate decision based on the type of anomalythat occurred in queuing and present the toll attendant with theappropriate information for making an informed decision on how to handlethe errant vehicle, if the toll lane is a manual collection lane. Thecollection-processing device must make a decision on the expected tollbased on rules established by the authority (default fare) if the mainprocessing device is utilized to automatically operate a toll collectionlane without the use of a toll attendant.

Other than the previously specified anomaly situation in queuing, themicroprocessor will normally pass information regarding the next queuedvehicle to the toll collection processing device. The processing devicereceives this classification identifier from the inductive loop controlmicroprocessor and cross-references the classification identifieragainst a cross-reference database of identifiers and tollclassifications as defined by the tolling authority. Thiscross-reference action is used to assign a particular authorityclassification and, thus, an appropriate fare amount expected for thevehicle.

Since many vehicles with distinct classification identifiers are of thesame general type as it pertains to the local tolling authority's farestructure, this cross-reference action serves to reduce the number ofdistinct vehicle classifications to just those distinct classificationsand associated fare amounts as defined by the tolling authority. Forexample, a particular tolling authority might assign the same generalclassification to a motorcycle and a passenger car even though these twovehicles would generate two distinct classification identifiers orprofile information.

Once the collection processing device has received and cross-referencedthe vehicle data internally, it will communicate the appropriateclassification and fare expected for the vehicle to the toll attendantif the lane is operating in a manual operational mode. If the toll laneis operating in an automatic mode, the data will be used to communicateto any attached automatic toll collection equipment the expected fareamount that the vehicle operator must present to gain passage throughtoll lane 100.

In order to provide the cross-reference database utilized in the tollcollection processing device, a user program is provided with thecorresponding toll management system. This program allows the tollauthority to select each vehicle type that is distinctly identified bythe loop system microprocessor program and match it with one of thepredefined or predetermined classifications set up by the authority,which subsequently defines the amount of the fare expected for thatvehicle type.

The user program can preferably be adapted to employ the use of digitalphotographs for each type of vehicle to further illustrate the exacttype of vehicle (or vehicles) which would fall under each category ofvehicles classified by the loop system microprocessor for visualreference. The authority personnel would then create the cross-referencetable by matching up each loop microprocessor classification with thecorresponding authority classification. FIGS. 17-20 are exemplaryscreenshots of such information.

Additionally, for vehicles with too many axles to be classified by theauthority's base classification system, the cross-reference table alsoallows the user to define the additional number of axles to add to thebase classification axle count to determine the total fare for suchvehicles.

As the user completes the cross-reference process utilizing the userprogram for such purposes, the data is saved to the plaza systemdatabase and subsequently distributed to each toll lane processingcomputer for subsequent use in cross-referencing subsequent vehicles forautomatic classification purposes.

Preferably, intelligent identification unit 270 includes managementsoftware tools. The software tools enable every transaction (e.g., eachvehicle's passing through the toll lane) to have a complete audit trail.Tracking each transaction increases the accuracy of the revenuecollection process.

The system shown in FIG. 2 further comprises payment point 290, which ispreferably located upstream of toll gate 252, but downstream ofclassification loop array 210 in direction 130. Payment point 290 may beequipped with an automated toll collection mechanism. Alternatively,payment point 290 may be staffed with a toll attendant. When anappropriate fare is received at payment point 290, toll gate 252 opensto allow the vehicle to continue to move in direction 130. It is notedthat other traffic control apparatus may be used in lieu of toll gate252. For example, traffic lights may be used.

As disclosed above, the capability to charge different toll fees fordifferent vehicle types at payment point 290 without a toll attendant ispossible with the present invention.

For convenience, a system of the present invention as shown in FIG. 2may be hereinafter referred to as an intelligent vehicle identificationsystem (IVIS). The IVIS of the present invention can have a number ofembodiments including but not limited to those shown in FIGS. 2-5.

The IVIS, as implemented in FIGS. 2-5, combines hardware and software toidentify or classify a vehicle using an arrangement of inductive loops.The shapes, layout, and number and type of loops in each of thearrangements can vary depending on how the toll lane is to be used. Forexample, different layouts and designs may be required for slow speedand high speed toll lanes.

In FIG. 3, for example, classification loop array 300 is adapted toindicate changes in electromagnetic field which can be processed toproduce profile information of a vehicle that travels over it indirection 130. The profile information includes initial signatureinformation, which is produced based at least in part on data collectedby front signature loop 310 and rear signature loop 330, as well aswheel assembly information which is produced based at least in part ondata collected by left wheel assembly loop 320 and right wheel assemblyloop 322. One or more of an axle count, axle spacing, speed, and heightof axles from the surface of the toll lane can be determined using theprofile information. The data collected by the loops is provided to loopdetector 260 for processing. Furthermore, loops 340 and 342 can also beadapted to indicate changes in electromagnetic field which can beprocessed to produce subsequent signature information at locationsdownstream of payment point 390.

Each of the wheel assembly loops 320 and 322 is designed to detectprimarily tires and wheel assemblies of a vehicle. The smallconcentrated field width of each of the wheel assembly loops 320 and 322is obtained by controlling the spacing between the wire turns.Preferably, the spacing ranges between four and seven inches. The wheelassembly loops are designed in accordance with the range of groundclearance present in the vehicle population. Preferably, the single wirethat is used to form each wheel assembly loop is looped at least twice,thus creating two overlapping layers of wire for each wheel assemblyloop.

Design of wheel assembly loops 320 and 322 depends on a number offactors. The factors include characteristics of vehicles anticipated forthe toll lane at which the loop is to be installed. The characteristicsinclude number of axles, distance between axles, speed of vehiclethrough the toll lane, height of chassis from top of roadway, and otherattributes of vehicles detectable by inductive loops.

Vehicle separation loops 340 and 342 are designed to be used to gainadditional information on the target vehicle. For example, vehicleseparator loops 340 and 342 can determine the beginning and end of avehicle by analyzing the percent in change of inductance. Also, themagnitude of the percent change in inductance is proportional to thechassis size and distance from the vehicle separation loops 340 and 342.In addition, vehicle separation loops 340 and 342 can be used to, asit's name suggests, “separate” each vehicle one from another.

The use of vehicle separation loops 340 and 342 provides vehiclepresence, vehicle speed, and chassis length information. A specialsignal discriminator is preferably provided with the two processedsignals received from vehicle separation loops 340 and 342. Preferably,the signal discriminator processes this information and compares thevehicle speed, chassis length, axles, and chassis height informationbeing collected from vehicle separation loops 340 and 342. The signaldiscriminator considers several factors during this process. Forexample, the percent in the change of inductance is used to sense thebeginning of a vehicle and the end of a vehicle. Also, the magnitude ofthe percent change in inductance is proportional to the bottom chassisheight and distance from each of the loops. For example, a motorcyclebeing followed closely by a car or truck would have a significantdifference in the percent of inductance change. The movements or speedof the vehicle is also measured on each of these loops. The movements orspeed of the vehicle is determined as a function of percent change ofinductance over time. These two factors are used to calculate the speedof the vehicle. When the vehicle is not moving or static the percentchange in inductance becomes constant.

These constant values for the percent change of inductance appear asflat horizontal lines when displayed on an inductance vs. time plot inwhich the Y-axis represents the percent change in inductance and theX-axis represents time. A single vehicle or a vehicle towing anothervehicle will normally maintain the same speed. When two vehicles arefollowing each other in close proximity, the vehicles typically havesomewhat different speeds or start and stop independently of each other.The signal discriminator measures these differences to separate thevehicles. Also the length of the vehicle chassis is calculated todetermine if it is a single vehicle.

Again, this processor is unique since it performs this functionindependently, provides outputs and transfers the information within theIVIS. This information can be used to provide volume counts. Thisprocess can be used in tolling or other applications to replace lightcurtains, optical scanners, video detectors, and microwave detectors.

A single vehicle or a vehicle towing another vehicle will normallymaintain the same speed. When two vehicles are following each other inclose proximity, the vehicles typically have different speeds. Vehicleseparation loops 340 and 342 measure these differences to separate thevehicles. Also, the length of the vehicle chassis is calculated toverify the existence of one or multiple vehicles. Accordingly, vehicleseparation loops 340 and 342 can be used in the tolling application toreplace light curtains, optical scanners, video detection, and microwavedetectors that are currently in use.

The loop signal processor and discriminator (LSP&D) unit preferably hastwo or more channels of detection that compares the informationprocessed on a continuous basis to determine when a vehicle ends andwhen a new vehicle starts. The end of the vehicle is used to end thecollection of the transaction information. The LSP&D has the ability todetermine the beginning of a vehicle, the end of a vehicle anddistinguish when two vehicles are traveling in close proximity to eachother and/or a vehicle is towing another vehicle. The LSP&D processesinformation from two loops and compares the information to determine ifthe information represents a single vehicle or multiple vehicles. Whenthe end of the vehicle is determined the processor can set a timer basedon the speed of the vehicle.

In a different arrangement in which loop 342 is an enforcement loop, asthe timer completes its countdown, violation enforcement camera 370,which is in communication with enforcement loop 342, receives the signaloutput to take a picture.

Enforcement loop 342 is designed to work with camera 370 as part of aviolation enforcement system. If a vehicle leaves separation loop 340before the fare is collected at payment point 390, camera 370 takes aphotograph of the vehicle when the vehicle triggers enforcement loop342. Preferably, camera 370, enforcement loop 342, vehicle separationloop 340, and payment point 390 are located such that the photographwould clearly show the license plate of the vehicle.

Intelligent vehicle identification unit 270 in one embodiment of thepresent invention may be an assembly of electronic equipment andsoftware that can control other equipment, store vehicle information,and distribute vehicle information to other devices or remote locationsusing an integrated remote access. Intelligent vehicle identificationunit 270 can be adapted to assemble collected data from classificationloop array 300 and one or more of vehicle separation loops 340 and 342to create a composite signature information for the vehicle. Oneexemplary composite signature is shown in FIG. 21.

This collective body of profile information can include tireinformation, axle count, axle spacing, chassis height, chassis length,and vehicle speed. The vehicle record is associated with a vehicle typeor combination vehicle type (i.e., motorcycle, car, car with trailer)from a database or vehicle library of available signatures. The databaseis accessible to intelligent vehicle identification unit 270. Thevehicle type is then placed into a toll category, defined by the tollauthority, to generate the proper fare for the vehicle. This is thenused to drive the toll system, prompting the toll attendant when using amanual embodiment, or notifying the driver of the vehicle when using anautomated embodiment, of the proper fare which is due.

Again, the vehicle types and categories are definable by the tollauthority. Each vehicle type is placed in a category using the graphicaluser interface associated with intelligent vehicle identification unit270. The graphical interface includes a library of vehicle types orvehicle combinations using captured digital images of the local vehiclepopulation. The user interface may be a local interface, e.g., localinterface 272. The user interface may also be a remote interface, e.g.,remote interface 274. The visual interface allows the assignment of themagnetic and/or inductive composites of the vehicle records intodifferent categories by selecting from a menu of captured images. Thegraphical user interface is a display of digital images of differentvehicle categories that are used to represent groups of vehicle types. Agroup of these categories make up a vehicle library. New vehicle typescan be added to the intelligent vehicle identification unit byincorporating the captured image and vehicle signature into the vehiclelibrary. Exemplary screenshots of the vehicle library are shown as FIGS.17-20.

An intelligent vehicle queuing system of the present invention can beused to insure proper matching of designated toll amounts to eachvehicle. The queuing system profiles the approaching vehicle at paymentpoint 390 and compares the data with the profile information held inqueue by intelligent vehicle identification unit 270. If the profile isfound to be an incorrect match, intelligent vehicle identification unit270 attempts to properly match the indicated profile with other vehicleswaiting in queue, thus insuring that the profiled vehicle is properlyassociated with the system's indicated amount of fare.

FIG. 4 is a schematic diagram illustrating another embodiment of thepresent invention as implemented in a toll road application. In thisembodiment, classification loop array 400 comprises front wheel assemblyloop 410, signature loop 420, and rear wheel assembly loop 412.Furthermore, the embodiment shown in FIG. 4 comprises intelligent queueloop 430 and enforcement loop 440, payment point 490, rear view camera470, and front view camera 472. These components are laid out such thatrear view camera 470 and front view camera 472 can capture a photographfor vehicle violation enforcement purposes.

FIG. 5 is a schematic diagram illustrating another embodiment of thepresent invention as implemented in a toll road application. In thisembodiment, classification loop array 500 comprises one or morebi-symmetrical offset wheel assembly loops 510 and 530. Each of thebi-symmetrical offset wheel assembly loops 510 and 530 has a left memberand a right member. For example, front bi-symmetrical offset wheelassembly loop 510 includes left member 512 and right member 514.Similarly, rear bi-symmetrical offset 530 comprises left member 532 andright member 534. Each of the bi-symmetrical offset wheel assembly loops510 and 530 preferably has a leading edge offset and a trailing edgeoffset.

The offset of the left member and the right member of each of thesebi-symmetrical offset wheel assembly loops is designed to capture leftwheel information and right wheel information at two different instancesin time. A more accurate average speed, axle separation, and other axleinformation can be calculated based on data collected by thesebi-symmetrical offset wheel assembly loops 510 and 530.

As indicated in FIG. 5, classification loop array 500 can work withadditional loops 540 and 542. As used in different arrangements, one orboth additional loops 540 and 542 may be an intelligent queue loop, avehicle separation loop, an enforcement loop, and a gate loop.

One or more of additional loops 540 and 542 can be adapted to work withcamera 570 and payment point 590. A photograph of a vehicle can becaptured for violation enforcement purposes if an appropriate fare isnot received at payment point 590 when the vehicle is detected byadditional loops 540 and 542.

FIG. 15 is a diagram showing a view from a payment point indicating thatas vehicle 1520 approaches the payment point that is associated withtoll lane 1500, vehicle 1520 is classified and a fare is determined andshown on display 1510 without input from a toll attendant.

FIG. 16 is a screenshot of display 1510 indicating classification 1612for vehicle 1520 and fare 1614, which is associated with classification1612. As indicated on FIG. 16, display 1510 can be adapted to display anumber of records associated with a transaction. Areas 1610 comprisesfields 1610-1618. Field 1612 can display the class or category ofvehicle 1520 as identified using the profile information of vehicle1520. Field 1614 can be used to display the fare associated with theclassification shown in field 1612. In addition, fields 1616 can be usedto display an axle count associated with vehicle 1520. Field 1618 can beused to indicate whether the fare has been received at a payment pointassociated with toll lane 1500.

Area 1620, which comprises fields 1622 through 1632, can be used todisplay specifics of the transaction. For example, field 1622 is used toindicate that lane 1500 is Lane No. 3 of the particular toll plaza.Field 1624 can be used to indicate which shift of workers is on duty.Fields 1626, 1628 can be used to display the time and date on which thetransaction occurs. Field 1630 can be used, for example, to indicate thestatus of a toll gate or other status of the toll lane. Field 1632 canbe used to indicate which, if any, toll attendant is on duty. Thisinformation can be used to increase accountability among tollattendants.

In some embodiments, field 1640 can be used to manually operate a tollgate by a toll attendant. In an embodiment in which a toll attendant isstaffed at toll lane 1500, field 1650 can be adapted to close thetransaction after the toll attendant verifies that the toll has beenpaid. Field 1660 can be adapted, for example, to be pressed by the tollattendant in a situation in which classification made by the IVIS isverified by the toll attendant. Finally, a toll attendant or an operatorof the vehicle can press a field 1670 to obtain a receipt.

In FIG. 26, as vehicle 120 travels in direction 130 along toll lane 100and passes over classification loop array 2600, vehicle 120's profileinformation is collected by intelligent vehicle identification unit2670. Intelligent vehicle identification unit 2670 organizes the rawprofile data and generates a classification for vehicle 120. As vehicle120 then passes over the intelligent queue loop 2640, a second set ofprofile information is gathered by intelligent vehicle identificationunit 2670. This profile is matched with profiles in queue generated bythe classification loop array 2600. Intelligent vehicle identificationunit 2670 then forwards the proper classification and/or toll amount totoll system interface 2672 as the vehicle approaches the payment point.

Overview of the '972 Application [Patent, do we Incorporated byReference the '972 Patent so we can Properly Refer to it in theseParagraphs?]

Among other things, the present CIP application discloses additionaldesign and configurations of loops that can be adapted for use inconjunction with the IVIS disclosed in the '937 application. The presentCIP application further provides methods for installing the loops. Theloops associated with the present CIP application are referred tohereinafter as ferromagnetic loops. It is noted that the presentinvention is not limited to vehicles identification and classificationalthough the preferred embodiments disclosed herein relate to suchpurposes.

In a specific implementation for vehicle detection applications, thepresent invention provides a ferromagnetic loop that is installed on atravel path for detection of vehicles moving in a direction along thetravel path. In the specific implementation as shown in FIG. 27,ferromagnetic loop 2700 is characterized by continuous wire 2702, whichis shaped in a serpentine manner within footprint 2704. FIG. 40, whichis described further below, demonstrates the serpentine characteristicsof continuous wire 2702. Footprint 2704 has footprint length dimension2706, which is parallel to direction 2710 and footprint width dimension2708, which is perpendicular to direction 2710. Continuous wire 2702forms multiple contiguous polygons 2712 within footprint 2704. Each ofmultiple contiguous polygons 2712 is characterized by polygon lengthdimension 2716 that is parallel to direction 2710 and polygon widthdimension 2718 that is perpendicular to direction 2710. Polygon lengthdimension 2716 may also be referred to as a spacing dimension. Loop 2700has lead-in 2714. Lead-in 2714 connects loop 2700 to loop detector 2720.A frequency associated with ferromagnetic loop 2700 is affected when avehicle (not shown) moves across footprint 2704 in direction 2710. Loopdetector 2720 is adapted to output frequency vs. time plots based oninformation received from loop 2700.

In one preferred embodiment, each polygon width dimension 2718 issubstantially equal to footprint width dimension 2708 and a sum of allpolygon length dimensions 2716 is substantially equal to footprintlength dimension 2706. In one embodiment, all polygon length dimensions2716 are equally long. In a different embodiment, at least one ofpolygon length dimensions 2716 is longer than at least one other polygonlength dimension 2716. In other words, the spacing dimension between anytwo contiguous polygons may be the same or vary. For toll roadimplementation purposes, footprint length dimension 2706 can range fromabout 10 inches to about 56 inches. Footprint width dimension 2708 canrange from about 24 inches to about 144 inches. Preferably, polygonlength dimension 2716 ranges from about three inches to about eightinches. Preferably, polygon width dimension 2718 ranges from about 24inches to about 144 inches.

A ferromagnetic loop of the present invention such as loop 2700 can beadapted to collect a large variety of information associated withvehicles that move over it. Specifically, the ferromagnetic loop can,among other things, detect the spacing or the distance between twosuccessive wheel assemblies of a vehicle, count the total number ofwheel assemblies associated with the vehicle, calculate the vehiclespeed, and determine a category of the vehicle based on thecharacteristics of the vehicle. The ferromagnetic loop is designed tomaximize the detection of the wheel assemblies while minimizing thedetection of the vehicle chassis. As a result of its enhancedcapabilities for detection of wheel assemblies, the ferromagnetic loopcan be adapted for use in, among other applications, traffic lawenforcement, toll road operations, vehicle classification for datacollection, and traffic management. One unique characteristics of theferromagnetic loop of the invention is that one single loop can be usedto replace the combination of piezo electric or resistive axle sensors,road tube, treadles, and multiple figure-of-eight or dipole axle loopsthat are currently used to detect wheels and axles.

Review of Various Wheel Sizes

FIG. 28 is a schematic diagram showing different wheel sizes of typicalvehicles that can be found on the highways. As illustrated in FIG. 28,the length of the bearing surface of each wheel (e.g., lengths 2814,2824, and 2834) is proportional to the diameter of the wheel. Similarly,the chassis height of the vehicle (e.g., heights 2812, 2822, 2832) isalso proportional to the diameter of the wheel and the length of bearingsurface. Three typical wheel sizes found in random traffic areillustrated in FIG. 28. Automobile wheel 2810 is smaller than pickuptruck wheel 2820, which is smaller than large truck wheel 2830.Automobile chassis height 2812 is shorter than pickup truck chassisheight 2822, which is shorter than large truck chassis height 2832.Similarly, bearing surface length 2814 for automobile is shorter thanbearing surface length 2824 for pickup truck, which is shorter thanbearing surface length 2834 for large truck.

As shown in Table 1 below, the range for vehicle wheel diameters asfound in random traffic can range from about 12 inches to about 44inches in diameter. Typical length of a tire bearing surface or thelength of contact area of a vehicle tire with the road can range betweenabout 6 inches and about 12.5 inches.

Table 1 below summarizes selected categories of vehicles and theirassociated dimensions.

TABLE 1 Type of Typical Wheel Typical Chassis Typical Bearing VehicleDiameter (inches) Height (inches) Surface (inches) Trailers 12 to 26 6 6Motorcycles 12 to 23 6 9 Automobiles 23 to 26 7 8 Pick-ups and 26 to 309 9 SUVs Light trucks 30 to 32 12 10 Large trucks 40 to 44 15 12.5

Review of Existing Inductive Loop Technology

During the development of the ferromagnetic loops of the presentinvention, the inventors conducted a series of tests to evaluateinductive response that are obtainable by existing loop designs. Forexample, the inventors evaluated the performance of the inductive loopsdisclosed in U.S. Pat. No. 5,614,894 issued to Daniel Stanczyk on Mar.25, 1997 (hereinafter “the Stanczyk patent”). In addition, the inventorsevaluated the performance of the loop designs disclosed in WIPOPublication Nos. WO 00/58926 and WO 00/58927 (both published on Oct. 5,2000) (hereinafter “the Lees applications”). The results of these testsand evaluations are described below.

In each of the tests conducted, the same loop detector was used tomeasure the results. In other words, no operating changes was made tothe loop detector from test to test. Thus, the only variable thatexisted during the tests was the design of each of the loops beingtested. The objective was to understand the technology disclosed in theStanczyk patent and the Lees applications. Specifically, the limitationsof these known technologies for detecting and counting vehicle wheels inrandom traffic were evaluated.

To illustrate the effectiveness of the loop designs disclosed in theStanczyk patent and the Lees applications, and to demonstrate advantagesof the present invention, the inductance changes obtained from eachtechnology were plotted using the same loop detector. Each of the graphsor plots disclosed herein represents the changes in the loop circuits asa plot of frequency on the Y axis and time on the X axis. In otherwords, each of these graphs illustrates the effect of a vehicletraveling over a loop in a traveling lane.

The Stanczyk Patent

The Stanczyk patent discloses inductive loops having a rectilinearshape. Loops 2910, 2920, and 2930 shown in FIG. 29 illustrate typicalrectangular shapes of this loop geometry. Each of the rectilinear loopsconsists of one or several turns of wire.

Loop 2910, which has a wider width dimension 2916, can detect the wheelsfrom the left and right sides of a vehicle traveling on roadway 2902 indirection 2904. Loops 2920 and 2930 (each having a narrower width 2926)are designed to detect separately the left wheels and the right wheelsof the vehicle. The Stanczyk design uses an ideal loop length 2908 of0.3 meter (11.81 inches) for heavy vehicles and 0.15 meter (5.91 inches)for light vehicles. Each of these loop length dimensions is shorter thanthe bearing surface length of the vehicle wheels to be detected. Thisdesign provides a short travel time as wheels move through the inductivefield of the loop, and it limits the sample size available for the wheeldetection. Dimension 2908 affects the field height of the loop circuit.If dimension 2908 of this loop design is increased to a size larger thanthe diameter of the wheels it is designed to detect the field height ofthe loop detection is also increased. This is a limitation to theStanczyk patent because when length dimension 2908 is increased, astronger detection of the vehicle chassis is resulted, which inhibitsthe detection of wheels.

Therefore, the loop disclosed in the Stancyzk patent is limited by itsgeometric design since its performance is dependent on the bearingsurface of the wheel of the vehicles being detected. In random traffic,vehicles have wheels that range from 12 inches to 40 inches in diameterwith bearing surface widths ranging from six to 12.75 inches. Toproperly detect all the different vehicle wheel sizes in random traffic,multiple rectilinear loops of the Stancyzk patent would be required inthe roadway. In other words, multiple loops each with a different lengthdimensions 2908 would be required to provide wheel detection for allvehicles that exist in random traffic. Using the technology disclosed inthe Stancyzk patent, a single loop size will not work on both largewheeled trucks and smaller wheeled vehicles. For example, when a loopthat has a specific length dimension 2908, which is designed to detect atire bearing surface of 12 inches, the loop cannot be used to detecttires with a bearing surface of 7.5 inches long.

FIGS. 29A-29C are frequency vs. time plots obtained from the use of arectangular loop in accordance with the teaching of the Stanczyk patent.The rectangular loop that was used to generate plot 2942 shown in FIG.29A was 10 feet wide by 10 inches long and it had two turns. When a carwith a tire diameter larger than 10 inches traveled over this loop, eddycurrents created by the car chassis were detected by the loop. As shownon plot 2942 in FIG. 29A, it was impossible to determine the presence ofwheel assemblies of the car due to strong detection of the chassis.

Similarly, plot 2944 shown in FIG. 29B illustrates the detection of apickup truck (with a tire diameter of 26 inches) traveling over the sameloop. Again, the detection of the vehicle wheels was impossible becausethe eddy currents created by the chassis could not be separated. Thisexplains why the length of the loop circuit, or dimension 1 as shown inFIG. 1 of the Stanczyk patent must be smaller than the diameter of thewheel being detected. (See Stanczyk patent, Abstract and col. 2, lines61-64.) This is because when the length of the loop (dimension 2908shown in FIG. 29 of the present invention or dimension 1 shown in FIG. 1of the Stanczyk patent) is increased to a size larger than the diameterof the wheel being detected, the loop senses the chassis of the vehicle,making it impractical to be used as a sensor for counting wheels. Plot2946 shown in FIG. 29C further illustrates this observation as a vehiclehaving a wheel diameter of 24 inches was detected using a loop 10 feetwide by 20 inches long. As indicated in FIG. 29C, wheel assemblies ofthe vehicle were not discernable on plot 2946 even though the looplength has not exceeded the wheel diameter of 24 inches.

Plot 2948 shown in FIG. 29D demonstrates that vehicle wheels can bedetected if the loop length (dimension 2908) is significantly shorterthan vehicle wheel diameter. In FIG. 29D, the rectangular loop was 10feet by 20 inches and the pickup truck had a wheel diameter of 29.5inches. The tire bearing lengths for the rear and front wheels were 9.75inches and 10.25 inches, respectively. As shown in FIG. 29D, the frontand rear wheel assemblies are discernable from plot 2948 because thefrequency fluctuation associated with the wheels on the pickup truck canbe distinguished from the frequency associated with the chassis eddycurrents. Plot 2950 shown in FIG. 29E illustrates a parcel deliverytruck (with a wheel diameter of 30 inches) traveling over a loop 10 feetwide by 20 inches long. Even though the wheel assemblies were detected,the eddy currents from the chassis were also detected. Thus, while theloop was suitable to detect a smaller wheel, it can not be used todetect larger wheels without also detecting the vehicle chassis of thevehicle with large wheels. Therefore, FIGS. 29D and 29E indicate thatmore than one loop size would be required to detect the various wheelssizes found in random traffic.

Accordingly, the rectilinear design of the Stanczyk patent has geometricconstraints that limit the size of sample or sensing area. This limitsthe sample length of the each wheel and prevents the ability toaccurately measure the speed of the vehicle. When the length of the loopis increased, the field height increases and eddy currents also increasemaking this design not practical to calculate wheel speed on a singleloop. As indicated in the Abstract and in at least Col. 2, lines 61-64,the Stanczyk patent specifically teaches that the length of the loopmust be smaller than the diameter of the wheel. The preferred length ofthe loop tends to be limited to the bearing length of the tire, or thetire bearing lengths tend to be longer than the loop length, to providedistinct wheel detection.

In addition, the rectangular design of the Stanczyk patent uses multipleturns of wire around the perimeter, and the design is limited to alength that is shorter than the diameter of the wheel it is detecting.As the length of the loop is made small, the loop would detect smallervehicles but not larger ones.

In contrast to the Stanczyk patent, as explained below, theferromagnetic loop of the present invention offers greater flexibilityin size and shape of the loop geometry and provides a longer travel areafor the wheel paths. As explained below, a single ferromagnetic loop ofthe present invention is capable of detecting different size wheelsfound in random traffic. Significantly, the length of a ferromagneticloop of the present invention can be greater than the diameter of thewheel being detected. Thus, it is possible to use a single ferromagneticloop of the present invention to detect the entire population of wheelsin random traffic. The loop can also detect the difference betweensingle-tire and dual-tire assemblies. Also, the longer loop sample timeassociated with the ferromagnetic loop provides the ability to calculatespeed using just a single loop.

The Lees Applications

The figure-of-eight loop design (also referred to hereinafter as thedipole loop design) disclosed in the Lees applications has a centralwinding, with the two outer segments in the direction of travel having alength shorter than about 23.6 inches (or about 60 cm), and preferablyabout 17.7 inches (or about 45 cm). FIG. 30 illustrates the typical loopgeometry in accordance with the Lees applications. Loop 3010 illustratesthe use of a single loop to detect both left and right wheels of thevehicle. Loop 3010 has front segment 3011 and rear segment 3012. Loops3020 and 3030 are used to separately detect the left wheels and theright wheels, respectively. Each of loops 3020 and 3030 also has frontand a rear segments.

A figure-of-eight loop similar to loop 3010 with dimensions 10 feet wideby 18 inches long (i.e., each front segment 3011 and rear segment 3012is nine inches long), built and installed in accordance with the Leesapplications, was used for evaluation purposes by the inventors. Plot3042 shown in FIG. 30A is a frequency versus time plot that was obtainedduring the detection of a car traveling over the loop. As shown on plot3042, the detection of wheels was not well defined. The same loop wasused to detect the wheels on a pickup truck with a larger wheeldiameter. As indicated by plot 3044 shown in FIG. 30B, a loop of thissize provided improved wheel detection on the larger size wheels. Asindicated by plot 3046 shown in FIG. 30C, this loop size also providedgood wheel detection on truck wheels having a diameter of 30 inches. Thetruck associated with FIG. 30C had dual wheel assemblies on the rearaxle. The 10 feet wide by 18 inches long loop detected the wheels on thetruck but does not reflect any difference in amplitude from the front tothe rear dual tires.

For the dipole (figure-of-eight shape) loop with the dimensions of 10feet by 18 inches, the test results indicated that it is not suitablefor detection of small-wheeled vehicles. The wheels are not clearlydefined in plots generated by this loop because the chassis of vehicleswith small wheels lowers the frequency of the loop circuit.

As further explained below, the ferromagnetic loop of the presentinvention is different from the loops disclosed in the Lees applicationssince the geometry allows the loop's length to be longer than thediameter of the wheel to be detected. Furthermore, a single loop designcan detect the different wheel sizes. It should be noted that the designof the present invention also has the ability to detect dual wheels. Theamplitude of the front wheel can be compared to the rear wheel todetermine the presence of dual tires on the rear axle using theferromagnetic design of the present invention.

Plot 3048 shown in FIG. 30D shows the detection of a car traveling overa five feet wide by 18 inches long dipole loop (e.g., loop 3020). Asshown in FIG. 30D, wheels of the car were not properly detected using aloop of this size. Plot 3050 shown in FIG. 30E shows that a five feetwide by nine inches long loop was able to detect the same wheels thatwere not detected in FIG. 30D. FIGS. 30D and 30E demonstrate thatdifferent lengths of the dipole loop were required to detect differentwheel sizes.

FIG. 30F illustrates the use of inductive loops with a “coil within acoil” design. The design includes a left pair of loops 3070 and a rightpair of loops 3080 to count wheels. Each pair of loops 3070 and 3080includes a smaller dipole loop nine inches long (dimension 3067) andapproximately five feet wide (dimension 3066) and a larger dipole loop18 inches long (dimension 3068) and approximately five feet wide(dimension 3066). A total of four wheel loops were used per lane andtherefore four lead-ins 3040 are indicated. When each loop used in thiswheel detection design was examined on an individual basis, the resultsindicated that the smaller loop nine inch long detected small wheels ofcars and the larger loop 18 inches long detected larger wheels.

For the smaller dipole loop with the dimensions of nine inches by fivefeet, the test results revealed that this loop design has a low fieldheight with a stronger field in the center of the loop. Thus, theability to detect wheels on vehicles was biased to small vehicle wheels,which are normally found on cars and small trailers. Accordingly, thisloop design does not detect the wheels of vehicles with largerdiameters, such as those found in pickup trucks, small trucks, and otherlarger vehicles.

For the larger dipole loop with the dimensions of 18 inches by fivefeet, the test results revealed that this loop design has a slightlyhigher field height with a stronger field in the center of the loop. Thedetection of wheels on small vehicles (e.g., cars) was not very clear,however, because the higher field found in this loop design wasinfluenced by the chassis of the vehicle. This influence caused thefrequency of the loop circuit to be lowered. The wheels were not clearlydefined since the chassis effect and the wheel effect tend to canceleach other out. However, this design does provide better detection ofvehicles that have larger wheels and more ground clearance.

Thus, the “coil within a coil” design (i.e., a smaller loop withdimension 3067 located within a larger loop with dimension 3068) asreferenced in the Lees applications relies on two separate loop sizes todetect smaller and larger wheels. The use of four loops per lane isdesigned to detect the entire vehicle population, but the arrangement isdependent on both the nine and 18 inches long dipole loop design todetect the different sizes of the wheels found in the vehiclepopulation. Also, these designs have a smaller dimension in thedirection of travel than the wheel diameters. This provides a shortsignal sample rate from the wheels.

In contrast, and as explained below, the ferromagnetic loop of thepresent invention requires only a single loop to detect all thedifferent wheel sizes that exist in random traffic. The ferromagneticloop design also has the ability to provide wheel detection and vehiclespeed on the same loop.

Ferromagnetic Loops of the Present Invention

Various configurations and designs of the ferromagnetic loops disclosedherein can be used for difference purposes. One exemplary purpose of thepreferred embodiments of the invention, as described below, is todetect, identify, and classify vehicles. In the preferred embodiments,the ferromagnetic loop is adapted to communicate with asignal-processing device (e.g., a loop detector) to generate anelectromagnetic field in a traveling path of a vehicle, measure thechanges in frequency and inductance associated with the vehicle passingover the ferromagnetic loop, and output the results. The results can beused to determine, among other things, various characteristics of thevehicle including, for example, number of axles, distances betweenaxles, and speed.

A preferred embodiment of the ferromagnetic loop has a unique loopgeometry that provides a flux field. The loop circuit and geometrycreates a flux field that responds to the ferromagnetic loop effect ofwheel assemblies on vehicles. This ferromagnetic effect results in aninductance increase and frequency increase that can be detected by aloop signal-processing device (e.g., loop detector 260 shown in FIG. 2)in communication with the ferromagnetic loop. The changes in inductanceand frequency can be quantified and used for characterization ofvehicles.

Key elements of the ferromagnetic loops of the invention include themagnetic strength of the flux field height and length. The shallowinstallation of the wire and wire orientation of the coil in permanentand temporary installations is very important for optimal performance ofthe ferromagnetic loop design. The flux field created by the loopcircuit is concentrated and low to the road surface to maximize theferromagnetic effect of the wheel assemblies and minimize the eddycurrents created by vehicle chassis.

The increase in inductance is detected by the ferromagnetic loop and theinformation can be used to count wheel assemblies. The ferromagneticeffect occurs when a ferrous object is inserted into the field of aninductor and reduces the reluctance of the flux path and therefore,increases the net inductance and frequency. This loop design andgeometry responds to the wheel assemblies in this manner.

The geometry of the loop wire turnings can be oriented in differentdirections relative to the direction that vehicles travel in order tovary the response of the loop sensor to the vehicle wheels. The geometryand orientation of the loop wires can be designed to minimize groundresistance. For example, as the presence of reinforcing steel (a ferrousmaterial) affects the magnetic field of the loop, the orientation of thelines of flux created by the loop geometry can be changed to minimizethe environmental influences of the reinforcing steel. This is reflectedin the wire turnings that are diagonal to the travel direction of thevehicle and diagonal to the typical orientation of reinforcing steelused in pavement design. This is an important design feature since itcan help to reduce the magnetic influence that reinforcing steel has onthe lines of flux created by the loop and improve the loops circuitresponse to wheels assemblies.

The ferromagnetic loops as disclosed herein provides a number ofimprovements over existing inductive loops. For example, theferromagnetic loops can be made to have various unique geometric shapesand coil spacing (of the wire used in the wire turnings) to obtain adesirable flux field. Preferred embodiments of the ferromagnetic loopsof the invention include the following characteristics:

A unique design of molded loops that incorporates a locking mechanism oran anchor to secure the loops in permanent installations.

A design of a single loop that has the ability to detect vehicle wheelassemblies and provide the distinction between single tire assemblies,dual tire assemblies, and grouped axles.

A design that is capable of providing wheel speed, vehicle speed, axlespacing, number of axles, and vehicle classification with a single loop.

A unique sensor arrangement and sensor spacing using two ferromagneticloops that pairs two axle vehicles together by providing loop detectionson both loops at the same time or in extremely close proximity of eachother therefore greatly simplifying the vehicle classification processin congested traffic.

DISCLOSURE OF PREFERRED EMBODIMENTS

FIG. 31 is a schematic diagram illustrating a layout of twoferromagnetic loops of the invention. Path 3102 is a roadway on whichvehicles travel in direction 3104. Path 3102 may be a toll lane, adriveway, the entrance to a parking garage, a high-occupancy (HOV) lane,and the like. Gradient diagonal loop 3110 and regular diagonal loop 3120are located on path 3102 in such a way that one or more of the wheelassemblies of a vehicle will pass over loops 3110 and 3120 whentraveling on path 3102 in direction 3104. Although shown together inFIG. 31, only one of loops 3110 and 3120 is sufficient to implement theinvention.

In this embodiment, each of loops 3110 and 3120 has wire turnings thatare oriented in a diagonal manner relative to direction 3104. Note thateach of polygonal axis 3111 and polygonal axis 3121 forms angle A withdirection 3104. In other words, the contiguous polygons confined with afootprint of the loop form angle A with the direction. Angle A can rangebetween zero and 90 degrees. Specifically, angle A can be, for example,30 degrees, 45 degrees, or 60 degrees. The diagonal orientation of thewire turnings helps null or minimize the environmental influences thatreinforcing steel has on the lines of flux (to the extent that thereinforcing steel are present and embedded within path 3102).

Note that gradient diagonal loop 3110 and regular diagonal ferromagneticloop 3120 have different loop configurations. Regular diagonal loop 3120has uniform spacing dimensions 3124 between wire turnings. In otherwords, the parallel diagonal lines within the footprint of loop 3120have the same distance from each other. This uniform loop spacingprovides detection in random traffic but can be designed for detectionof specific wheel sizes. For example, the spacing can be one that whichis optimum to detect the presence of a tractor-trailer in a traffic lanein which tractor-trailers are prohibited. Gradient diagonal loop 3110 ischaracterized by varying spacing dimension 3114, which are representedby different widths of spacing between the parallel diagonal lineswithin the footprint of loop 3110. The different spacing used in loop3110 improves the loop circuit field by increasing the sensing rangefrom small to large wheels on a single ferromagnetic loop design. Theshorter or narrow sections detect small wheel assemblies and the longeror wider sections detect larger wheels. The gradient loop configurationis suitable for detecting a wide range of vehicle categories.Preferably, spacing dimensions 3114 and 3124 ranges between about threeinches and about eight inches.

Loops 3110 and 3120 are associated with lead-ins 3112 and 3122,respectively. Lead-ins 3112 and 3122 are in communication with one ormore loop detector, a device previously disclosed in the '937application (e.g., detector 260 shown in FIG. 2).

FIG. 31A is a schematic diagram illustrating gradient diagonal loop 3110in greater details. As shown in FIG. 31A, loop 3110 has width W. Atypical dimension for width W is about 10 feet. Width W can varydepending on specific applications. Leading edge 3114 and trailing edge3116 are separated by length L. A typical length L is about 32 inches.Depending on specific applications, the separation between leading edge3114 and trailing edge 3116 (i.e., length L) can vary. For example,distance L can be longer or shorter than 32 inches.

In the specific embodiment shown in FIG. 31A, wire turnings 3118 (thediagonal lines within the footprint of loop 3110) are parallel, and eachof wire turnings 3118 forms an angle A with respect to leading edge 3114and trailing edge 3116. Angle A can range between zero and 90 degrees.For example, angle A can be about 30 degrees. In addition, wire turnings3118 have at least two spacings. Wider spacings 3111 can be about seveninches wide between two adjacent wire turnings 3118. The spacing issuitable for detection of larger vehicles such as buses, large trucksand the like. Narrower spacing 3113 can be about 3.5 inches wide betweentwo adjacent wire turnings 3118. This spacing is suitable for smallervehicles such as trailers, small cars, SUV, pick up trucks, and thelike.

FIG. 31B is a schematic diagram showing the unique installation of thewire coils. Wire turnings 3118 are installed in slots 3130 in path 3102.Slots 3130 can be about 0.5 to about 0.75 inches wide and about one inchdeep. Note that wire turnings 3118 are installed parallel to the surfaceof path 3102 and laid side-by-side with each slot 3130 (see also FIG.41).

FIG. 32 is a schematic diagram illustrating another embodiment of theinvention. This layout is preferable in locations that require a widerdetection area. For example, this layout is desirable if traveling path3202 is greater than 11 feet wide. As shown in FIG. 32, each offerromagnetic loops 3210 and 3220 contains more than one portion orsegment. For example, left ferromagnetic loop 3210 includes rightsegment 3212 and left segment 3214. Similarly, right ferromagnetic loop3220 includes right segment 3222 and left segment 3224. This designprovides a wider area of detection without using additional wire incentral regions 3213 and 3223. This two-segment design providesdetection in two wheel paths. In other words, each of right segments3212 and 3222 detects the right wheels of a vehicle traveling indirection 3204. Similarly, each of left segments 3214 and 3224 detectsthe left wheels of the vehicle traveling in direction 3204.

The ferromagnetic loop is designed to detect primarily the wheelassemblies by providing an increase in the frequency and inductance ofthe loop circuit thereby maximizing the ferromagnetic effect. The designprovides detection of the entire range of wheel sizes illustrated inFIG. 28 using a single loop circuit. The loop is designed to have a lowfield height that minimizes the eddy currents created by the chassistraveling through the coils field of flux.

The ferromagnetic effect of the present invention is illustrated infrequency vs. time plots shown in FIGS. 33, 33A, 34, 35, 36, 37, and 38.It is noted that these plots and subsequent plots disclosed herein wereproduced using the same signal-processing device that was used togenerate the plots shown in FIGS. 29A, 29B, 29C, 29D, 29E, 30A, 30B,30C, 30D, and 30E. No adjustments were made to the signal-processingdevice for generating the plot shown in FIG. 33 and the subsequentplots, which are described in Example Numbers 1 through 46 below. Theonly variable was the loop circuit and the geometry of the loop circuit.The scale for each of these plots is 5.5 milliseconds per point on thetime or X-axis. The Y-axis represents the resonant frequency (in Hertz)of the loop circuit. The information presented in each of these plotswas provided as a serial output using a sample time of 5.5 milliseconds.The information can also be made available as a discrete output from thesignal-processing unit to be processed to count wheel assemblies.

Example No. 1

Plot 3300 shown in FIG. 33 illustrates the detection of an automobile.The time that the front wheels of the automobile were detected occurredbetween point 3302 (where x1=228 and y1=80078) and point 3304 (wherex2=274 and y2=80104) on plot 3300. This represented a detection samplelength that was 253 milliseconds long (i.e., (x2−x1) multiplied by 5.5)and a change in frequency of 26 hertz (i.e., y2−y1). The time that therear wheels of the car were detected occurred between point 3306 wherex3=348 and point 3308 where x4=390 on plot 3300. This represented asample length of 227 milliseconds and a frequency change of 33 hertz.[can't find any reference to this being changed in a previousapplication].

Example No. 2

Plot 3310 shown in FIG. 33A demonstrates the detection of a smaller carwith a lower ground clearance that passed over the same ferromagneticloop discussed in Example No. 1. As shown on plot 3310, the first wheelwas detected between points where x1=830 and x2=928, with a samplelength of 539 milliseconds and a frequency change of 35 hertz. Thesecond wheel was detected between points where x3=1214 and x4=1317, witha sample length of 566 milliseconds and a frequency change of 38 Hertz.The eddy currents created from the chassis were detected between pointswhere x2=928 and x3=1214, which had the opposite effect, which loweredthe frequency by 23 hertz.

Example No. 3

Plot 3400 shown in FIG. 34 demonstrates the detection of the wheelassemblies of a pickup truck traveling at 10 mph over the same loop. Thefront wheel assemblies were detected at the between points where x1=1795and x2=1850. This represented a sample length of 303 milliseconds forthe front wheel assembly. The rear wheel assemblies were detected at thetime between points where x3=1954 and x4=2011. This represented a samplelength of 314 milliseconds for the rear wheel assembly.

In plots shown in FIGS. 35-38, the ferromagnetic loop used to detect thevehicle was 10 feet wide by 28 inches long. The ferromagnetic loop usedhad diagonal turnings with equal spacing. Information associated withthe vehicle was collected by the ferromagnetic loop after the vehiclestopped prior to traveling over the loop and then proceeded to move overthe loop. During the vehicle detection period, the acceleration of thevehicle was reflected in the decreasing sample lengths of the wheeldetections. The sample length and loop geometry provided vehicle speedon the basis of the length of the loop and the length of the sample.

Example No. 4

Plot 3500 shown in FIG. 35 demonstrates the detection of a two-axletruck. Plot 35 shows that the front set of wheels of the two-axle trackwere detected between points where x1=1818 and x2=1883, a sample lengthof 358 milliseconds. The rear set of wheels were detected between pointswhere x3=2036 and x4=2082, a sample length of 253 milliseconds. Thisvehicle was detected while accelerating and that is why the samplelengths are different. The shorter sample time indicates the rear of thevehicle was traveling faster over the loop than the front wheel assemblydid. This vehicle also had dual wheel assemblies (i.e., two tires perwheel hub) on the rear axle. This is indicated by the difference in thefrequency change when comparing the front frequency change of 89 Hertzand the rear frequency change of 198 Hertz.

Example No. 5

Plot 3600 shown in FIG. 36 demonstrates the detection of a three-axletruck. The front wheels were detected between points where x1=882 andx2=966 with a sample length of 366 milliseconds. The second set ofwheels were detected between points where x3=1129 and x4=1185 with asample length of 308 milliseconds. The third set of wheels were detectedbetween points where x5=1191 and x6=1245 with a sample length of 297milliseconds. This vehicle was detected while accelerating and that iswhy the sample lengths are different. The short sample time indicatesthe rear of the vehicle was traveling faster over the loop than thefront wheel assembly did. This vehicle also had dual wheel assemblies onthe rear two axles, which is indicated by the difference in thefrequency change when comparing the front frequency change of 178 Hertz,second frequency change 418 Hertz, and the third frequency change of 597Hertz.

Example No. 6

Plot 3700 shown in FIG. 37 demonstrates the detection of a five-axletruck. The front set of wheels was detected between points where x1=1531and x2=1593 with a sample length of 341 milliseconds and frequencychange of 139 Hertz. The second set of wheels was detected betweenpoints where x3=1766 and x4=1817 with a sample length of 281milliseconds and a frequency change of 172 Hertz. The third set ofwheels was detected between points where x5=1827 and x6=1876 with asample length of 270 milliseconds and a frequency change of 216 Hertz.The fourth set of wheels was detected between points where x7=2016 andx8=2059 with a sample length of 172 milliseconds and a frequency changeof 254 Hertz. The fifth set of wheels was detected between points wherex9=2059 and x10=2095 with a sample length of 198 milliseconds and afrequency change of 209 Hertz. This vehicle was detected whileaccelerating and that is why the sample lengths are different. The shortsample time indicates the rear of the vehicle was traveling faster overthe loop then the front wheel assembly. This vehicle also had dual wheelassemblies on the second through fifth sets of wheels, which isindicated by the difference in the frequency changes.

Example No. 7

Plot 3800 shown in FIG. 38, demonstrates the detection of a six-axletruck. The front set of wheels detected from points where x1=73 andx2=158 with a sample length of 468 milliseconds and frequency change of218 Hertz. The second set of wheels was detected between points wherex3=346 and x4=404 with a sample length of 319 milliseconds and afrequency change of 327 Hertz. The third set of wheels was detectedbetween points where x5=411 and x6=479 with a sample length of 374milliseconds and a frequency change of 290 Hertz. The fourth set ofwheels was detected between points where x7=894 and x8=954 with a samplelength of 330 milliseconds and a frequency change of 418 Hertz. Thefifth set of wheels was detected between points where x9=961 andx10=1018 with a sample length of 314 milliseconds and a frequency changeof 121 Hertz. The sixth set of wheels was detected between points wherex11=1022 and x12=1079 with a sample length of 314 milliseconds and afrequency change of 317 Hertz. This vehicle was detected whileaccelerating and that is why the sample lengths are different. The shortsample time indicates the rear of the vehicle was traveling faster overthe loop than the front wheel assembly.

The wire turnings in this ferromagnetic design can also be orientedparallel or perpendicular to the travel direction of traffic. Theperpendicular orientation is illustrated in the typical ferromagneticloop geometry shown in FIG. 39. Loop 3910 shows gradient characteristicshaving contiguous polygons of different coil lengths. The shorter coillengths (preferably 3.5 inches) within longer lengths (preferably 7inches) provide good flux field density for wheel detection. Thesedimensions are designed specifically for the range of wheel sizes foundin random traffic. These dimensions can be adjusted to change the fieldheight of the loop. This unique geometry and method of wire turnings isillustrated in FIG. 40, in which arrows 4002 indicate directions of wireturnings.

As shown in FIG. 40, the wire is installed in a serpentine manner asindicated by arrows 4002. Preferably, there are at least two completeturns as indicated by a solid line and a dashed line. A cross section ofthe loop along line A-A is shown in FIG. 41, which indicates the twoturns. As indicated in FIG. 41, the wire turnings in each slot 4106 arepreferably laid side by side. The spacing illustrated includes coils 3.5inches and 7 inches long. This provides a unique flux field that candetect a wider range of wheel sizes than a single spacing can. This loophas a field height that provides an even field strength and has theability to detect small vehicle wheels like those found on trailers aswell as larger wheels such as those found on pickup trucks and largervehicles.

The preferred method of installation involves installing the wire withinone inch of the road surface. In other words, depth 4108 is preferablyabout one inch. It is also preferable to install the wire turningsparallel to the road surface (i.e., wire turnings 4102 and 4104 areside-by-side as shown in FIG. 41) and not perpendicular to the roadsurface (i.e., wire turnings 4202 are on top of wire turnings 4204 asshown in FIG. 42). A saw cut ¾ inches wide is preferable for slots 4106.The serpentine method used to make the wire turnings helps keep the wireturnings horizontal to the road and in close proximity to the wheelsbeing detected. FIG. 42 illustrates the ferromagnetic loop beinginstalled in a typical saw cut 4206 used for an inductive loop (notethat one wire turning is on top of the other wire turning). Theperformance of the loop design shown in FIG. 42 will not provide themaximum desired wheel detection when the loop design is installed usingconventional loop installation saw depths of 1½ to 2 inches deep. InFIG. 42, the cross-sectional view shows the results of using aconventional saw cut 0.125 inches wide instead of the preferred 0.75inches wide.

The number of wire turnings can be increased in the gradient in order toincrease the detection response of smaller or larger wheels byincreasing the number of wire turns in a particular spacing. Thisincreases the field of flux at the appropriate level. This isillustrated in FIG. 43, which shows two or more wire turnings in slots4106 with 7 inch spacing for the detection of larger wheels and dualwheel assemblies. Plots shown in FIGS. 43A-43D demonstrate the detectionof vehicles using the gradient loop design shown in FIG. 43.

Example No. 8

Plot 4310 shown in FIG. 43A demonstrates the detection of a car using agradient loop 10 feet wide by 31.5 inches long. The approximate wheeldiameter on the car was 24 inches. The first tire was detected betweenpoints where x1=1643 and x2=1750. The second wheel was detected betweenpoints where x3=1902 and x4=1999.

Example No. 9

Plot 4320 shown in FIG. 43B illustrates the detection of the wheels of apickup truck with dual tire assemblies on the second axle using thegradient loop 10 feet wide by 31.5 inches long. The approximate wheeldiameter on this vehicle was 29 inches. The first tire was detectedbetween points where x1=568 and x2=682. The second wheel was detectedbetween points where x3=994 and x4=1153. The amplitude for the firstwheel was 96 hertz and the amplitude for the second wheel was 152 hertz.The second wheel detection was greater because of the presence of thedual tire assembly.

Example No. 10

Plot 4330 shown in FIG. 43C illustrates the detection of the wheels of apickup truck towing a trailer having two axles. The wheel assemblieswere detected using the gradient loop 10 feet wide by 31.5 inches long.The approximate wheel diameter on the truck was 29 inches and thetrailer wheels were 12 inches in diameter. The first tire was detectedbetween points where x1=2206 and x2=2525. The second wheel was detectedbetween points where x3=3210 and x4=3641. The trailer wheels weredetected between points where x5=4795 and x6=4922 and between pointswhere x7=4922 and x8=5067.

Example No. 11

Plot 4340 shown in FIG. 43D illustrates the detection of a pickup trucktowing a trailer having one axle. The wheel assemblies were detectedusing the gradient loop 10 feet wide by 31.5 inches long. Theapproximate wheel diameter on the truck was 29 inches and the trailerwheels were 12 inches in diameter. The first tire was detected betweenpoints where x1=331 and x2=412. The second wheel was detected betweenpoints where x3=592 and x4=663 and the trailer wheel was detectedbetween points where x5=832 and x6=876.

Referring back to FIG. 39, note that loop 3920 has equal spacing. Thecross-sectional view of loop 3920 is illustrated in FIG. 44. Plots shownin FIGS. 44A to 44E show vehicles being detected on ferromagnetic loopthat is 28 inches long and 56 inches wide.

The longer loop length can be used to detect grouped axles. Vehicleshaving two or more axles with a spacing shorter than the loop length canbe easily detected on a single loop. The detection of grouped axlesresults in distinct patterns of detection that is directly related tothe axle spacing of the group of axles. The pattern includes suchparameters as the number of peaks, amplitude of the peaks, lengths ofthe peaks, and speed of the wheels.

Example No. 12

Plot 4410 shown in FIG. 44A illustrates the detection of a car havingtwo axles using a loop 10 feet wide by 56 inches long having coils with7 inches of spacing. The approximate wheel diameter on the car was 24inches. The first wheel was detected between points where x1=656 andx2=726. The second wheel was detected between points where x3=776 andx4=843.

Example No. 13

Plot 4420 shown in FIG. 44B illustrates the detection of a truck havingtwo axles using a loop 10 feet wide by 56 inches long having coils with7 inches of spacing. The approximate wheel diameter on a truck was 40inches. The first wheel was detected between points where x1=327 andx2=440. The second wheel was detected between points where x3=553 andx4=652. Note that in slow speed conditions the wheel detection containssmall peaks that occurred during the wheel detection. The time indicatedbetween two small peaks represents seven inches of wheel travel. Thisdemonstrates the ability of this unique loop geometry to obtain wheelspeed information.

Example No. 14

Plot 4430 shown in FIG. 44C illustrates the detection of a truck havingtwo axles and dual tires on the second axle using a loop 10 feet wide by56 inches long having coils with 7 inches of spacing. The approximatewheel diameter on the truck was 40 inches. The first wheel was detectedbetween points where x1=325 and x2=440. The second wheel was detectedbetween points where x3=555 and x4=649. The amplitude of the first wheeldetection was 75 hertz and the amplitude of the second dual wheeldetection was 134 hertz. Note that in slow speed conditions the wheeldetection contains six small peaks that occurred during the wheeldetection. These small peaks represent a seven inches of wheel travelbetween the peaks. This demonstrates the ability of this unique loopgeometry to obtain wheel speed information.

Example No. 15

Plot 4440 shown in FIG. 44D illustrates the detection of a pickup truckhaving two axles with dual wheels on the second axle and towing atwo-axle trailer using a loop 10 feet wide by 56 inches long havingcoils with 7 inches of spacing. The approximate wheel diameter on atruck was 29 inches. The first wheel was detected between points wherex1=475 and x2=563. The second dual wheel was detected between pointswhere x3=659 and x4=727. The third wheel was detected between pointswhere x5=795 and x6=835. The fourth wheel was detected between pointswhere x7=835 and x8=876. The amplitude for the first wheel detection was84 hertz and the amplitude for the second wheel detection was 178 hertz.The wheels of the trailer with two axles were detected between pointswhere x9=795 and x10=835 and between points where x11=835 and x12=876.The wheels being detected at point where x11=835 had an amplitude of 134hertz. In contrast, the amplitude for the leading edge of the firstwheel was 74 hertz and the trailing edge for the second wheel was 78hertz. The higher amplitude at point where x11=835 is due to thepresence of the four trailer wheels on the loop at the same time. Thedetection of this axle group provides a distinct pattern of detection.

Example No. 16

Plot 4450 shown in FIG. 44E illustrates the detection of a truck havingfour axles using a loop 10 feet wide by 56 inches long having coils with7 inches of spacing. The approximate wheel diameter on a truck was 39inches. The first wheel was detected between points where x1=448 andx2=571. The second wheel was detected between points where x3=678 andx4=755. The third wheel was detected between points where x5=766 andx6=842. The fourth wheel was detected between points where x7=842 andx8=949. The spacing between the second axle and third axle was greaterthan the axle spacing between the third axle and the forth axle on thisvehicle. This difference in axle spacing was reflected in the pattern ofthe detection of the axle group consisting of the third and fourthaxles.

This loop design provides good increases in the frequency of the loopcircuit when wheels of vehicles travel through the field of the loopeven when the length of the loop is made longer than a group of wheels.This unique single loop design provides good wheel detection for thepopulation of vehicles from motorcycles to tractor-trailers. This designcan be wide enough to provide detection of both the left and rightwheels of a vehicle on a single loop. This efficient design onlyrequires one loop per lane for wheel detection of the entire wheelpopulation. Examples of the different wheel sizes found in randomtraffic include, for example: motorcycles, 12 to 23 inches in diameter;automobiles, 23 to 26 inches in diameter; pickup or SUV, 26 to 29 inchesin diameter; small trucks, 30 to 32 inches in diameter; and largetrucks, 40 to 44 inches in diameter.

Both loop geometries, i.e., the gradient spacing and the equal spacingdesigns, can be installed using one continuous wire in two adjacentsegments. This provides detection of the left and right wheel paths in aroadway. This design can be used on wider roadways. The use of twosegments reduces the amount of wire in the middle section of the loop.This design provides a wider detection area without dramaticallyincreasing the amount of wire being used. The advantage of notincreasing the amount of wire is that adding additional wire does notdecrease the loop sensitivity. This is illustrated in FIG. 45 where aloop array has two adjacent loop segments. Loop array 4502 has agradient of different spacing between the wire turnings. Loop array 4504has wire turnings with equal spacing.

Plots shown in FIGS. 45A-45I were produced using a loop that is 10 feetwide by 28 inches using the same spacing 7 inches wide.

Example No. 17

Plot 4510 shown in FIG. 45A illustrates the detection of a car havingtwo axles. The approximate wheel diameter on the car was 24 inches. Thefirst wheel was detected between points where x1=290 and x2=435. Thesecond wheel was detected between points where x3=577 and x4=640.

Example No. 18

Plot 4520 shown in FIG. 45B illustrates the detection of a pickup truckhaving two axles. The approximate wheel diameter on the pickup truck was29 inches. The first wheel was detected between points where x1=591 andx2=638. The second wheel was detected between points where x3=717 andx4=752.

Example No. 19

Plot 4530 shown in FIG. 45C illustrates the detection of a pickup trucktowing a trailer having two axles. The approximate wheel diameter on thepickup truck was 29 inches. The first wheel was detected between pointswhere x1=774 and x2=878. The second wheel was detected between pointswhere x3=1052 and x4=1144. The trailers wheels were detected betweenpoints where x5=1367 and x6=1426 and between points where x7=1426 andx8=1480.

Example No. 20

Plot 4540 shown in FIG. 45D illustrates the detection of a SUV havingtwo axles. The approximate wheel diameter on the SUV was 29 inches. Thefirst wheel was detected between points where x1=495 and x2=562. Thesecond wheel was detected between points where x3=641 and x4=696.

Example No. 21

Plot 4550 shown in FIG. 45E illustrates the detection of a truck havingtwo axles and towing a single axle device. The approximate wheeldiameter on the truck was 30 inches. The first wheel was detectedbetween points where x1=150 and x2=304. The second wheel was detectedbetween points where x3=556 and x4=692 and the amplitude for thisdetection was greater because of the presence of the dual tire assembly.The third wheel was detected between points where x5=968 and x6=1055.

Example No. 22

Plot 4560 shown in FIG. 45F illustrates the detection of a truck havingthree axles. The approximate wheel diameter on the truck was 40 inches.The first wheel was detected between points where x1=462 and x2=533. Thesecond wheel was detected between points where x3=669 and x4=733. Thethird wheel was detected between points x5=733 and x6=786.

Example No. 23

Plot 4570 shown in FIG. 45G illustrates the detection of a truck havingfour axles. The approximate wheel diameter on the truck was 40 inches.The first wheel was detected between points where x1=347 and x2=448. Thesecond wheel was detected between points where x3=575 and x4=645. Thethird wheel was detected between points where x5=645 and x6=713. Thefourth wheel was detected between points where x7=713 and x8=775.

Example No. 24

Plot 4580 shown in FIG. 45H illustrates the detection of a truck havingfive axles. The approximate wheel diameter on the truck was 40 inches.The first tire was detected between points where x1=183 and x2=304. Thesecond wheel was detected between points where x3=544 and x4=647. Thethird wheel was detected from points where x5=647 and x6=747. The fourthwheel was detected between points where x7=1144 and x8=1207. The fifthwheel was detected between points where x9=1207 and x10=1274.

Example No. 25

Plot 4590 shown in FIG. 45I illustrates the detection of a truck havingsix axles. The approximate wheel diameter on the truck was 40 inches.The first wheel was detected between points where x1=70 and x2=1.60. Thesecond wheel was detected between points where x3=340 and x4=411. Thethird wheel was detected between points where x5=411 and x6=482. Thefourth wheel was detected between points where x7=887 and x8=959. Thefifth wheel was detected between points where x9=959 and x10=1020. Thesixth wheel was detected between points where x11=1020 and x12=1082.

Another unique feature of this design is its ability to increase thelength of the loop without dramatically changing the field height. Thisis very beneficial in supplying a longer sample length time from theloop. The other benefit of having a longer loop length is it provideswheel speed information. The travel path length of the loop is longerthan the diameter of the wheels it is detecting. The additional fieldlength provides improved wheel data samples by providing a longer samplelength. These longer samples allow more information about each wheel tobe processed.

The geometry of the ferromagnetic design can also be used to calculatethe speed of the vehicle. The speed can be measured using the length ofthe sample time as the wheel assembly travels from the leading edge ofthe loop to the trailing edge of the loop. The sample time is used bythe signal analyzer to calculate the speed and provides an accuracylevel of plus or minus about four milliseconds. Also, the size and typeof wheel assembly can be determined using this loop geometry. The sizeof the wheel diameter and/or a dual-wheel assembly is reflected in theincreased amplitude of the change in the frequency of the loop circuit.All these factors contribute to the area of the curve represented in thegraphs for the detection of the wheel. The physical factors about thewheel assembly are represented by the slope and amplitude of the wheeldetection. This also allows the processing unit to validate thedetection of a wheel and discriminate between an object on a vehiclethat is close to the ground but lacks the amplitude and slope to be avalid wheel assembly. This information is supplied on each wheel. In lowspeed applications or in congestion, this can accurately measure changesin the vehicle speed between the first axle and any of the followingaxles.

The width of the loop that is perpendicular to the direction of travelcan be adjusted to provide the proper width for detection area. Thelength of the loop can be increased to increase the length of the sampletime. The chassis height of the vehicle can also be detected providingthe discrimination between cars, pickup, small trucks, or large truckson a single loop.

Using the ferromagnetic loop of the present invention, it is nowpossible to detect wheel assemblies and measure vehicle speed using onlyone single loop. The loop field can be made longer when vehicle wheelstravel at high speeds. This change in loop length provides good axledetection even when the loop field length is longer than the diameter ofthe wheels being detected. The loop length can also be longer than agroup of axles. The spacing width of the coils within the loop can bevaried to as small as two inches to provide a lower field height. Thespacing could also be increased to 20 inches or more to detect verylarge vehicle wheels. Thus, different coil spacing can be used on asingle loop circuit. The benefit of the geometry design is that thefield density and uniform field height can be adjusted by changing thespacing. The loop circuit frequency increases when wheels travel throughthe detection field and this provides easy identification of the wheels.

There is another unique loop geometry design that has a bi-symmetricaloff-set of the left and right leading and trailing edge of the loop. Theleft segment of the loop detects the wheels from the left side of avehicle and the right segment detects wheels from the right side of avehicle. The use of the offset provides a longer travel distance overthe loop and this provides a longer sample time which is desirableparticularly at high speeds. In addition, this approach doubles thelength of the sample time but only slightly increases the amount of theloop wire by the length of the offset. This loop design is illustratedin FIG. 46. The loops shown in FIG. 46 have wires diagonal to thedirection of traffic. However, in other embodiments, the wire need notbe diagonal as shown. For example, in FIG. 46A, the gradient and equalcoil spacing is oriented perpendicular to the direction of travel.

In FIG. 46B, the wire turnings of an offset loop are illustrated.

In FIG. 46C, the wire turnings of the offset loop are confined within afootprint with the shape of a parallelogram. This shape providesadditional detection in the center of a lane or roadway.

FIG. 46D illustrates the wire turnings with the wire perpendicular tothe direction of travel.

FIG. 46E illustrates the use of additional wire turnings (e.g., three ormore turns) that can be used to increase the field strength of the loopin regard to specific wire spacing in the coils.

FIG. 46F illustrates the wire turnings of the offset loop gradientcharacteristic.

FIG. 46G illustrates the offset gradient loop with diagonal turnings atabout 30 degrees to the leading and trailing edge of the loop.

This offset loop design can also be used to calculate the speed of thevehicles. This unique single loop design detects the left wheel andright wheel of an axle assembly at different moments in time. Thisdesign provides several methods of calculating the speed on this offsetwheel loop. These include loop total activation time, activation time ofthe left and/or right segment, sample time between left and rightactivation point, sample time between left and right saturation point,and sample time between left and right deactivation point. This isaccomplished by having the left segment of the loop and the rightsegment of the loop being saturated by the left and right wheel atdifferent moments in time. This difference of time is related to thedistance in the offset between the left and right leading edge of theloop. Each wheel provides an increase in the loop circuit frequencyduring detection. These two increases mark the time it takes for theleft and right wheel to travel the distance equal to the offset of theleading edge of the loop.

Also, the total time of the activation of the loop represents the timethe vehicle wheel travels the entire length of the loop. Thesereferences can be used to calculate the speed of the vehicle (i.e.,distance divided by time) on each passing pair of wheels. The axlespacing of the vehicle can also be calculated providing vehicleclassification information from a single wheel loop.

Following are examples that illustrate how speed and axle spacing of avehicle can be determined using a single offset wheel-loop shown in FIG.47. The single offset wheel loop had a left and right segment each ofwhich was 28 inches long. The loop had an offset length of 24 inches.The distance between the left leading edge and the right leading edge is52 inches (28+24). Note that the offset distance between the lefttrailing edge and the right leading edge can range preferably betweenzero and 46 inches. The effective length of the loop equals 2835milliseconds at one mile per hour (mph). This is based on the fact thatit takes 681.82 milliseconds to travel 12 inches or one foot at onemile/hour, i.e., 1000 milliseconds/seconds×60seconds/minute×60minutes/hour×hour/mile×5280 feet/mile, and 681.82 milliseconds/foot×52inches×1 foot/12 inches=2954.55 milliseconds.

In each of Example Numbers 26 through 32 below, an automobile having aknown axle spacing of 8.3 feet was used. The car was driven over theloop using a speed between 10 and 60 mph. The speed of the vehicle wasfirst determined. The axle spacing were then calculated based on thedetermined speed of the vehicle. The speed was calculated using theactivation time between the left and right wheel. The axle spacing wascalculated using the sample time between the activation of the firstaxle and the activation point of the second axle. The spacing wascalculated using the vehicle speed measured on the first axle. It shouldbe noted that the speed calculation was available for each passing pairof wheels. This speed information can also be used to determine if thevehicle was accelerating or decelerating as it traveled over the loop.It was also possible to use other or multiple speed points and/or usethe average of these points. When this offset distance is used a valleyor deactivation period appears on the graph (the frequency vs. timeplot) between the left and right wheel detection. When a vehicle thathas a group of axles with a spacing that is less then the distance ofthe offset was detected, an axle group pattern is produced on the graph.

Example No. 26

Plot 4710 shown in FIG. 47A illustrates the detection of the car. Thefirst left leading edge activation was at point where x1=774 and thefirst right leading edge activation was at point where x2=815. Thisrepresented a lapse of time of 225.5 milliseconds (i.e., (815−774)multiplied by 5.5). The 225.5 milliseconds sample time was divided intothe effective length of the loop value of 2954.55 milliseconds per onemph. This resulted in 13.10 mph (2954.55/225.5) for the vehicle speed.This speed factor was used with the sample time from the activation ofthe first left leading edge of the first axle at point where x1=774 andthe activation of the left leading edge of the second axle at pointwhere x3=855. This represented a sample length of 445 milliseconds((855−774)×5.5). This resulted in an axle spacing of 8.54 feet.

Example No. 27

Plot 4720 shown in FIG. 47B illustrates a second detection of the car.The first left leading edge activation was at point where x1=546 and thefirst right leading edge activation was at point where x2=594. Thisrepresented a lapse of time of 264 milliseconds. The 264 millisecondssample time was divided into the effective length of the loop value of2835 milliseconds per one mph to provide a result of 11.19 mph for thevehicle speed. This speed factor was used with the sample time from theactivation of the first left leading edge of the first axle at pointwhere x1=546 and the activation of the left leading edge of the secondaxle at point where x3=639. This represented a sample length of 511.5milliseconds. This resulted in an axle spacing of 8.39 feet.

Example No. 28

Plot 4730 shown in FIG. 47C illustrates the third detection of the car.The first left leading edge activation was at point where x1=390 and thefirst right leading edge activation was at point where x2=442. Thisrepresented a lapse of time of 286 milliseconds. The 286 millisecondssample time was divided into the effective length of the loop value of2954.55 milliseconds per one mph to provide a result of 10.33 mph forthe vehicle speed. This speed factor was used with the sample time fromthe activation of the first left leading edge of the first axle at pointwhere x2=442 and the activation of the left leading edge of the secondaxle at point where x3=540. This represented a sample length of 539milliseconds. This resulted in an axle spacing of 8.16 feet.

Example No. 29

Plot 4740 shown in FIG. 47D illustrates the fourth detection of the car.The first left leading edge activation was at point where x1=518 and thefirst right leading edge activation was at point where x2=555. Thisrepresented a lapse of time of 203.5 milliseconds. The 203.5milliseconds sample time was divided into the effective length of theloop value of 2954.55 milliseconds per one mph to provide a result of14.51 mph for the vehicle speed. This speed factor was used with thesample time from the activation of the first left leading edge of thefirst axle at point where x1=518 and the activation of the left leadingedge of the second axle at point where x3=589. This represented a samplelength of 391 milliseconds. This resulted in an axle spacing of 8.31feet.

Example No. 30

Plot 4750 shown in FIG. 47E illustrates the fifth detection of the car.The first left leading edge activation was at point where x1=409 and thefirst right leading edge activation was at point where x2=429. Thisrepresented a lapse of time of 110 milliseconds. The 110 millisecondssample time was divided into the effective length of the loop value of2954.55 milliseconds per one mph to provide a result of 26.85 mph forthe vehicle speed. This speed factor was used with the sample time fromthe activation of the first left leading edge of the first axle at pointwhere x1=409 and the activation of the left leading edge of the secondaxle at point where x3=447. This represents a sample length of 209milliseconds. This resulted in an axle spacing of 8.23 feet.

Example No. 31

Plot 4760 shown in FIG. 47F illustrates the sixth detection of the car.The first left leading edge activation was at point where x1=275 and thefirst right leading edge activation was at point where x2=286. Thisrepresented a lapse of time of 60.5 milliseconds. The 60.5 millisecondssample time was divided into the effective length of the loop value of2954.55 milliseconds per one mph to provide a result of 48.83 mph forthe vehicle speed. This speed factor was used with the sample time fromthe activation of the first left leading edge of the first axle at pointwhere x1=275 and the activation of the left leading edge of the secondaxle at point where x3=297. This represented a sample length of 121milliseconds. This resulted in an axle spacing of 8.66 feet.

Example No. 32

Plot 4770 shown in FIG. 47G illustrates the seventh detection of thecar. The first left leading edge activation was at point where x1=536and the first right leading edge activation was at point where x2=545.This represented a lapse of time of 49.5 milliseconds. The 49.5milliseconds sample time was divided into the effective length of theloop value of 2954.55 milliseconds per one mph to provide a result of59.68 mph for the vehicle speed. This speed factor was used with thesample time from the activation of the first left leading edge of thefirst axle at point where x1=536 and the activation of the left leadingedge of the second axle at point where x3=554. This represented a samplelength of 99 milliseconds. This resulted in an axle spacing of 8.66feet.

The slope of the frequency vs. time plot can also be used to calculatethe speed of the wheel in slower speed conditions. The slope of thewheel activation (rise over time) and/or wheel deactivation (fall overtime) can be calculated and compared to the predetermined values of aloop calibration table or loop calibration factor. The area under theslope of the wheel activation (rise over time) and wheel deactivation(fall over time) can also be calculated and compared to thepredetermined values of a loop calibration table or loop calibrationfactor. These three methods are not as direct as using the left wheel toright wheel saturation points or total activation time to providecalculations for the speed of the vehicle to be measured with each pairof wheels. This sensor is unique in shape and function by providingaccurate measurement of vehicle speed using only a single wheel loop.This also provides the ability to supply vehicle classification on asingle loop.

The information from one offset loop can be processed to provide axlecounts, axle speeds, and axle spacing information. The information isobtained from a single inductive loop and a single loop detector. Thisloop design makes it possible to provide vehicle classification on thebasis of axle detection and axle spacing using a single loop and singlechannel of detection in a travel lane. The following examples illustratethe vehicle speed and axle spacing being detected on a single offsetwheel loop. The speed of the vehicle was calculated and the axle spacingwas calculated based on the determined speed of the vehicle. This loophad a left and right segment each 28 inches long and an offset length of24 inches. The effective length of the loop equals 2954.55 millisecondsat one mph. The speed was calculated using the activation time betweenthe left and right wheel. The axle spacing was determined using thesample time between the activation of the first axle and the activationpoint of the second axle. The spacing is calculated using the vehiclespeed measured on the first axle. It should be noted that the speedcalculation is available for each passing pair of wheels. This speedinformation can also be used to determine if a vehicle is acceleratingor decelerating as it travels over the loop. It is also possible to useother sample points or multiple speed points and/or use the average ofmultiple samples.

In the following Example Nos. 33-38, all the vehicles were acceleratingas they traveled over the offset loop.

Example No. 33

Plot 4810 shown in FIG. 48A illustrates the detection of a car towing aone-axle trailer. The first left leading edge activation was at pointwhere x1=569 and the first right leading edge activation was at pointwhere x2=644. This represented a lapse of time of 412.5 milliseconds.The 412.5 milliseconds sample time was divided into the effective lengthof the loop value of 2954.55 milliseconds per one mph to provide aresult of 7.16 mph for the vehicle speed. This speed factor was usedwith the sample time from the activation of the first left leading edgeof the first axle at point where x1=569 and the activation of the leftleading edge of the second axle at point where x3=728. This representeda sample length of 874.5 milliseconds. This resulted in an axle spacingof 9.18 feet. The sample time to the trailer was 874.5 milliseconds,which represented a spacing of 9.07 feet.

Example No. 34

Plot 4820 shown in FIG. 48B illustrates the detection of a pickup truck.The first left leading edge activation was at point where x1=276 and thefirst right leading edge activation was at point where x2=340. Thisrepresented a lapse of time of 352 milliseconds. The 352 millisecondssample time was divided into the effective length of the loop value of2954.55 milliseconds per one mph to provide a result of 8.39 mph for thevehicle speed. This speed factor was used with the sample time from theactivation of the first left leading edge of the first axle at pointwhere x1=276 and the activation of the left leading edge of the secondaxle at point where x3=437. This represented a sample length of 885.5milliseconds. This resulted in an axle spacing of 10.89 feet. The sampletime for the second speed was 286 milliseconds, which represented aspeed of 10.33 mph.

Example No. 35

Plot 4830 shown in FIG. 48C illustrates the detection of a pickup trucktowing a two-axle trailer. The axle spacing on the trailer produced anaxle group pattern on plot 4830 since the axle spacing was shorter thanthe length of 52 inches. The first left leading edge activation was atpoint where x1=620 and the first right leading edge activation was atpoint where x2=710. This represented a lapse of time of 495milliseconds. The 495 milliseconds sample time was divided into theeffective length of the loop value of 2954 milliseconds per one mph toprovide a result of 5.96 mph for the vehicle speed. This speed factorwas used with the sample time from the activation of the first leftleading edge of the first axle at point where x1=620 and the activationof the left leading edge of the second axle at point where x3=827. Thisrepresented a sample length of 1138.5 milliseconds. This resulted in anaxle spacing of 9.95 feet. The sample time for the second axle speed was402 milliseconds, which represented a speed of 7.34 mph. The sample timeto the first trailer axle was 1419 milliseconds, which represented aspacing of 15.29 feet. The sample time to the second trailer axle is 319milliseconds, which represented a spacing of 3.43 feet.

Example No. 36

Plot 4840 shown in FIG. 48C illustrates the detection of a truck with 3axles. The axle spacing between the second and third axle produced anaxle group pattern on plot 4840 since the axle spacing was shorter than52 inches. The first left leading edge activation was at point wherex1=326 and the first right leading edge activation was at point wherex2=388. This represented a lapse of time of 341 milliseconds. The 341milliseconds sample time was divided into the effective length of theloop value of 2954.55 milliseconds per one mph to provide a result of8.66 mph for the vehicle speed. This speed factor was used with thesample time from the activation of the first left leading edge of thefirst axle at point where x1=326 and the activation of the left leadingedge of the second axle at point where x3=530. This represented a samplelength of 1122 milliseconds. This resulted in an axle spacing of 14.25feet. The sample time for the second axle speed was 286 milliseconds,which represented a speed of 10.33 mph. The sample time to the thirdaxle was 275 milliseconds, which represented a spacing of 4.16 feet.

Example No. 37

Plot 4850 shown in FIG. 48E illustrates the detection of a truck with 4axles. The axle spacing between the second, third, and fourth axleproduced an axle group pattern since each axle spacing was shorter than52 inches. The left leading edge activation of the first axle wheel wasat point where x1=107 and the right leading edge activation of the firstaxle wheel was at point where x2=190. This represented a lapse of timeof 457 milliseconds. The 457 milliseconds sample time was divided intothe effective length of the loop value of 2954.55 milliseconds per onemph to provide a result of 6.46 mph for the vehicle speed. This speedfactor was used with the sample time from the activation of the leftleading edge of the first axle at point where x1=107 and the activationof the left leading edge of the second axle at point where x3=303. Thisrepresented a sample length of 1078 milliseconds. This resulted in anaxle spacing of 10.22 feet. The left leading edge activation point ofthe second axle was at point where x3=303 and the first right leadingedge activation of the second axle wheel was at point where x4=364. Thisrepresented a sample length of 335.5 milliseconds. This represented aspeed of 8.08 mph. The saturation point of the left second axle wheelwas at point where x5=321. The saturation point of the left third axlewheel was at x6=389. This represented a sample length of 374milliseconds and a spacing of 4.83 feet for the third axle. Thesaturation point of the left third axle wheel was at point where x6=389.The saturation point of the left fourth axle wheel is at point wherex7=448. This represented a sample length of 325 milliseconds and aspacing of 3.85 feet for the fourth axle.

Example No. 38

Plot 4860 shown in FIG. 48F illustrates the detection of a truck with 5axles. The axle spacing on this vehicle produced two axle group patternsbetween the second and third axles, and between the fourth and fifthaxle since each of these axle spacing was less than 52 inches. The leftleading edge activation of the first wheel was at point where x1=101 andthe first right leading edge activation of the first axle wheel was atpoint where x2=200. This represented a lapse of time of 545milliseconds. The 545 milliseconds sample time was divided into theeffective length of the loop value of 2954.55 milliseconds per one mphto provide a result of 5.42 mph for the vehicle speed. This speed factorwas used with the sample time from the activation of the left leadingedge of the first axle at point where x1=101 and the activation of theleft leading edge of the second axle at point where x3=428. Thisrepresented a sample milliseconds length of 1799 milliseconds. Thisresulted in an axle spacing of 14.30 feet. The left leading edgeactivation was at point of the second axle was at point where x3=428 andthe first right leading edge activation of the second axle wheel was atpoint where x4=516. This represented a sample length of 484milliseconds. This represented a speed of 6.10 mph. The saturation pointof the left second axle wheel was at point where x5=476. The saturationpoint of the left third axle wheel is at point where x6=560. Thisrepresented a sample length of 462 milliseconds and a spacing of 4.13feet for the third axle. The saturation point of the left third axlewheel was point where x6=560. The saturation point of the left fourthaxle wheel was at point where x7=643. This represented a sample lengthof 457 milliseconds and a speed of 6.46 mph. The left leading edgeactivation was at point of the third axle was point where x8=516 and thefirst left leading edge activation of the fourth axle wheel was at pointwhere x9=757. This represented a sample length of 1326 milliseconds.This represented an axle spacing of 12.56 feet. The left leading edgeactivation was at point of the fourth axle was at point where x9=757 andthe first right leading edge activation of the fourth axle wheel was atpoint where x10=833. This represented a sample length of 418milliseconds. This represented a speed of 7.06 mph. The saturation ofthe fourth left axle wheel was at point where x11=798, and thesaturation of the left axle wheel on the fifth axle was at point wherex12=872. This represented a sample length of 407 milliseconds and aspacing of 4.21 feet for the fifth axle.

With respect to the wire spacing and the orientation of the wire for theferromagnetic loop, a number of factors should be considered. Forexample, the orientation of the wire turnings with respect to the pathon which the wheel travels through the field affects the loop frequencychange. When the wire wrappings are parallel to the direction oftraffic, the field detects not only the wheels but also the chassis ofthe vehicles. Using larger spacing in wire turnings that are parallel tothe direction of travel affect the loop's ability so that it detectswheels exclusively. However, when the large spacing is used, the chassisof smaller vehicles such as motorcycles and cars with low groundclearance can create eddy currents, which cause the frequency of theloop circuit to lower and thereby reduces detection of wheels.Accordingly, it is desirable to design the spacing of the loop based onanticipated vehicles wheels to be detected. One novel arrangement of thewire spacing is to route the wire at a 30 to 60 degrees angle to thedirection of travel. This arrangement reduces the eddy currents from thechassis. As a result, the arrangement provides improved wheel detectionand wheel speed information.

As discussed above, a ferromagnetic loop of the invention can be used todetermine, among other things, the presence, speed, and number of axlesof a vehicle. This can be accomplished as shown in FIG. 49. Gradientloop 4900 is installed on path 4904. Gradient loop 4900 is incommunication with device 4902 via lead-in 4908. Device 4902 can be aloop detector, a traffic counter, or a traffic classifier. A vehicle(not shown) traveling on path 4904 in direction 4906 is detected by loop4900 when the vehicle moves over loop 4900.

FIG. 49A shows that a ferromagnetic loop can be configured in an offsetorientation. For example, loop 4910 may be configured so that it has aleft segment 4912 and a right segment 4914.

The use of more than one ferromagnetic loop in a roadway can be used toprovide vehicle classification. FIGS. 49B and 49C illustrate the use oftwo wheel loops 4952 and 4954 in loop array 4950 for vehicleclassification. Inner spacing 4930 is preferably from about five feet toabout eight feet long and outer spacing 4940 should be from about ninefeet to about 15 feet. Both loops 4952 and 4954 are in communicationwith device 4902.

The use of spacings 4930 and 4940 provides sensor activation ordeactivation on both wheel loops from the wheels located on the sametwo-axle vehicle. The wheel detections on the two wheel loops occur atthe same time or within a few milliseconds. This provides wheel, wheelassembly, speed, and axle spacing information from the same vehicleduring the wheel detection. This wheel information provides criticalvehicle information about the vehicle speed and axle spacing that pairsthe vehicle axles and greatly simplifies the vehicle classificationprocess by providing matches for the for vehicle classification. Thesensor arrangement provides the linking or pairing of front and rearwheels of a vehicle for about 80 to 85% of the vehicles in randomtraffic. This percentage of vehicles represent the axle spacing forcars, sport utility vehicles, vans, and pickup trucks that have axlespacing that is between the inner and outer spacing of the two wheelloops.

FIG. 50 illustrates the arrangement of a loop array having multiplewheel loops 5010, 5020, and 5030 that have different lengths. Thisunique sensor arrangement can provide individual wheel information withadditional axle group information on a longer loop and individual wheelinformation on a shorter wheel loop. For example, by combining a wheelloop 56 inches long and a gradient wheel loop 31.5 inches long, the56-inch loop would provide single axle and axle group information. Thesecond wheel loop would provide axle information. This combination ofdifferent sensor lengths would increase the amount of vehicleinformation about the vehicle. This could have an inner spacing of 84inches and an outer spacing of 321.5 inches. This wheel informationprovides critical vehicle information about the vehicle speed, axlespacing, and axle groups. Again, the spacing of these two wheel sensorsprovides pairs of sensor activations occurring at the same time orwithin a few milliseconds of each other. This arrangement greatlysimplifies the vehicle classification process by providing matches ofthe vehicle axles and axle groups for the vehicle classification. Thissensor arrangement provides linking for about 85 to 90% of the vehiclesin random traffic.

The addition of single rectangular or dipole loop located between thetwo wheel loops could be used in heavy congested traffic conditions tosupply additional vehicle processing information. The rectangular ordipole loop would provide additional vehicle presents detection for axlespacing that are greater than 19 feet long. FIG. 51 illustrates oneembodiment of this sensor arrangement that provides additional vehicleprocessing information.

Installation

The ferromagnetic loops and its various configurations, variations,arrangements, and arrays of loops of the present invention can beinstalled as a surface mount loop for temporary installation. Inaddition, the loops can be installed for permanent applications using apavement saw, drill, wire, and loop sealant.

Installation Procedure for a Ferromagnetic Loop

The loop can be installed on a pavement as follows. The pavement ismarked using paint to outline the locations or a web of grooves to becut using a pavement saw. A slot is made by the saw that is betweenabout 0.75 inches wide by about 1.5 inch deep. The loop is formed usinga single conductor of preferably stranded wire AWG number 14 with highdensity polyethylene insulation with a jacket diameter of 130 to 140mils. However, single or stranded conductor wire gauge of 12, 14, 16, or18 could be used for this installation. It is recommended that the loopcoils of wire are kept parallel to the roadway surface (i.e., the coilsof wire are laid side-by-side). The wire is installed in the cut slot(see, e.g., FIGS. 41, 43, and 44). The wire and slot is then filled witha bonding agent. The bonding agent can be, for example, a loop sealant.The lead-in wire is twisted continuously from the loop to the signalprocessor.

Molded Ferromagnetic Loop and Installation Procedure

The unique design of the ferromagnetic loop can be made in a molded loopin the same variety of geometric shapes, sizes, and coil spacing asthose formed using a pavement saw and wire method. Molded loop 5300shown in FIG. 53 has a unique shape 5302 that provides a positiveanchoring of the loop in the pavement. FIG. 53 illustrates severalexamples of the anchors 5304, 5306, 5308, 5310, and 5312 that can beincorporated in the molded ferromagnetic loop. Loop 5300 is secured byat least one fastener 5320 to maintain the multiple contiguous polygonsof loop 5300. The advantages for using the molded loop included:

easy control of the loop depth during installation;

consistent wire turnings in the coils; and

reduction of the loop installation time.

The loop can be installed using a molded loop that can be placed in asaw cut or a web of grooves created within a pavement. For example, anoutline of the loop is painted or marked on the pavement. A pavement sawis used to cut slots about 0.75 inches wide by about 1.5 inches deep.The molded loop is then placed in the slots and a loop sealant oranother bonding agent is used to secure the molded loop in the saw cut.FIGS. 52 and 53 illustrate various cross sectional views of the moldedloop. An alternative method involves the step of filling the web ofgrooves with the loop sealant before placing the molded loop in the sawcut. The molded loop is pressed down until the top of the loop is evenwith the road surface. The molded loop has a twisted lead-in cablecontinuously from the loop to the signal processor. The advantages ofusing the molded loop is the wire turnings are horizontal and parallelwith the road surface. The depth of the loop installation is easy tocontrol by installing the top of the molded loop flush to the surface ofthe road.

Installing Temporary Ferromagnetic Loop

Temporary loops can be made using a combination of wire and seal tapehaving a woven Polypropylene mesh. The adhesive of the road tape holdsthe loop in place in the road way. FIG. 54 illustrates a cross sectionof the construction of a temporary wheel loop.

FIG. 55 illustrates temporary loop 5500 that is 10 feet wide by 28inches long having diagonal coils 5502.

Example No. 39

Plot 5510 shown in FIG. 55A illustrates the detection a vehicle usingloop 5500. The front wheels activation was between points where x1=231and x2=272. The rear set of wheels activation was between points wherex3=348 and x4=390.

Example No. 40

Plot 5520 shown in FIG. 55B illustrates the detection of a pickup truckas it moves above temporary loop 5500. The front wheels activation wasbetween points where x1=2022 and x2=2074. The rear set of wheelsactivation was between points where x3=2167 and x4=2217.

Example No. 41

Plot 5530 shown in FIG. 55C illustrates the detection of a truck withfour axles moving above temporary loop 5500. The front wheels activationwas between points where x1=2204 and x2=2299. The second set of wheelsactivation was between points where x3=2479 and x4=2547. The third setof wheels activation was between points where x5=2563 and x6=2626. Thefourth set of wheels activation was between points where x7=2644 andx8=2705.

FIG. 56 illustrates temporary loop 5600 that is 10 feet wide by 28inches long having coils 5602 perpendicular to the travel direction.

Example No. 42

Plot 5610 shown in FIG. 56A illustrates the detection of a car movingabove temporary loop 5600. The front wheels activation was betweenpoints where x1=855 and x2=901. The rear set of wheels activation wasbetween points where x3=1005 and x4=1044.

Example No. 43

Plot 5620 shown in FIG. 56B illustrates the detection of a pickup truckmoving above temporary loop 5600. The front wheels activation wasbetween points where x1=181 and x2=242. The rear set of wheelsactivation was between points where x3=372 and x4=242.

Example No. 44

Plot 5630 shown in FIG. 56C illustrates the detection of a truck withfive axles moving above temporary loop 5600. The front wheels activationwas between points where x1=1240 and x2=1330. The second set of wheelsactivation was between points where x3=1588 and x4=1651. The third setof wheels activation was between points where x5=1670 and x6=1726. Thefourth set of wheels activation was between points where x7=2096 andx8=2138. The fifth set of wheels activation was between points wherex9=2144 and x10=2189.

FIG. 57 illustrates temporary offset loop 5700 that can be installed ona roadway so that its coils 5704 can be perpendicular or parallel to thedirection of travel. Lead-in 5902 is connected to a loop detector.

Example No. 45

Plot 5710 shown in FIG. 57A illustrates the detection of a truck withtwo axles being detected on temporary offset loop 5700, which is havingcoils 5704 perpendicular to the flow of travel in direction 5706.

Example No. 46

Plot 5720 shown in FIG. 57B illustrates the detection of a truck withtwo axles being detected on an offset loop having coils parallel to thedirection of travel.

Together, plots 5710 and 5720 indicate that offset loop 5700 can be usedto detect vehicle wheels regardless of whether coils 5704 are parallelor perpendicular (or diagonal) to the direction of travel.

The ferromagnetic loop of the present invention has many characteristicsincluding the following.

The loop geometry associated with the present invention is unique.Preferred embodiments of the invention use wire turnings in a serpentinefashion to provide a low density magnetic field for the ferromagneticloop. Preferably, the ferromagnetic loop provides a wire coil withmultiple turns to remain parallel (side-by-side) and preferably one inchor less below the road surface.

The loop width can be larger than the diameter of the wheels beingdetected to provide a longer sample time of each wheel assembly.

The ferromagnetic loop design can detect and provide distinctions forsingle wheel assemblies on small vehicle wheels, automobiles, trucks anddual wheel assemblies on vehicles.

The loop design can be installed on a temporary basis using flexibleadhesive sheets. Alternatively, the loop can be formed to contain thecontinuous wire. For example, the continuous wire can be encapsulated orencased in a molding process to give form to the loop circuit.

The loop circuit encapsulated or encased in a molding process can befurther secured by an anchoring system. The anchoring system may consistone or more of plastic, rubber, synthetic, and other resinous productfor permanent installations.

A molded loop designed specifically for temporary installations can beinstalled as a surface mount loop. This loop is designed to be reusableand more durable than the temporary loops made of a combination of wireand seal tape having a woven polypropylene mesh.

The permanent installations can use a shallow saw cut 0.5 to 0.75 incheswide and one inch deep to maintain close proximity of the ferromagneticcircuit to the road surface.

The permanent installations can be installed in a saw cut using a loopcircuit that has been encapsulated or encased using a molding processusing one or more of plastic, rubber, synthetic, and other resinousproducts.

The shape of the molded ferromagnetic loop design can be adapted to besecured by a mechanical anchor in the saw cut.

The loop design has the ability to discriminate between a single wheelassembly and a dual wheel assembly.

The unique serpentine method of wire turns can utilize different lengthsizes of spacing to create a low dense gradient field for differentwheel diameters.

Temporary loops can be made from a combination of wire and seal tapehaving a woven Polypropylene material with adhesive. These temporaryloops can be installed for short term or temporary installations.

Vehicle classification by detecting axle counts, vehicle spacing, andaxle spacing can be done using a single loop.

Vehicle classification using two loops in series can have spacing from 3feet to 15 feet between loops.

Overview of the Present CIP Application

The foregoing disclosure of preferred embodiments of the presentinvention has been presented for purposes of illustration anddescription. Other embodiments and additional aspects on the inventionhave been contemplated by the inventors. In particular, aspects of theferromagnetic loop sensor system described above can be integrated withadditional features in several additional embodiments. In addition,vehicle sensors other than ferromagnetic loops can be used inconjunction with the intelligent vehicle identification system (IVIS),vehicle image capture unit (VICU), multilane vehicle information capturesystem (MVIC), and vehicle tracking system (VTS) of the presentinvention.

In one aspect, a vehicle sensor, e.g., a ferromagnetic loop sensor, isincorporated in a VICU. In one aspect, the VICU may act as a violationenforcement system (VES) for enforcing toll violations. The VICU systemincludes a trigger unit, a capture unit, and a lighting unit. Thetrigger unit is coupled to an IVIS, which detects the presence of avehicle and sends a trigger signal to the capture unit. The capture unittakes vehicle images of the vehicle that is lit by the lighting unitthat provides a lighting source incident on the vehicle. The systemfurther includes a processing unit that processes the vehicle images andcontrols the exposure employed by the capture unit. The processing unitcontains an application program running in the processing unit, andcontaining modules for vehicle image processing and exposure.

In another aspect, vehicle sensors, e.g., ferromagnetic loop sensors,are incorporated in a system that contains an MVIC unit for collectinginformation from MVIC subsystems. The tolling system can also include anIVIS system. Preferably, the IVIS system contains the ferromagnetic loopsensors, but other sensors may be used. The IVIS system sends to theMVIC unit vehicle information. Preferably, the information is sent at arate of many times per second. Also included are a vehicle trackingsystem (VTS) that collects information about the vehicle position usingvision tracking sensors, and an RF system designed for reading atransponder on a passing vehicle, as well as a vehicle image capturesystem (VICU) for capturing images of the passing vehicle when a camerain the VICU receives a trigger from the MVIC unit.

In a further aspect, lane straddling sensors are incorporated in a dualRF read zone system for conducting transactions with high speed vehiclestraveling on a road. Preferably, the lane straddling sensors arediamond-shaped loop sensors (also termed “lane straddling sensors”). Thesystem includes one or more gantries that contain RF read sources thateach extend over at least one lane of the highway. The system createsmultiple RF read zones for passing vehicles, so that vehicletransactions can be completed with a high degree of accuracy.

In another aspect of the invention, a system for IVIS vehicle sensorsynchronization includes a master program that coordinates samplingperiods of vehicle sensors so that adjacent sensors do not have samplingperiods at the same time.

Toll Violation Enforcement System

FIGS. 58 and 65 depict a block diagram and a schematic, respectively, ofa VICU 5800, acting as a toll violation enforcement system (VES). VICU5800 includes trigger unit 5802. VICU 5800 is only one example of aVICU, designed for capturing vehicle images to help enforce tollingoperations. However VICU 5800 can be used for any application in whichcapturing of a vehicle image is useful, such as law enforcement, or datacollection. Trigger unit 5802 is configured to detect the presence of avehicle in a toll environment or other traffic environment when vehicleimage capture is important. Unit 5802 can be in any combination of oneor more vehicle detection ferromagnetic loop sensors, pressure sensors,radar sensors, and laser sensors. Preferably, ferromagnetic loops areused in trigger unit 5802, for example as shown in FIG. 65 for IVISsensors 6503. Trigger unit 5802 can also be configured to include one ormore vehicle detectors that are based on digital video from one or morecamera. Trigger unit 5802 can be activated to send a triggering signalwhen a vehicle triggers the triggering unit. In a preferred embodiment,trigger unit 5802 comprises an IVIS system that includes a processor(not shown) for sending a triggering signal to capture unit 5804.

VICU 5800 also includes a capture unit 5804, which can include a framegrabber and one or more cameras. The cameras can be digital videocameras or analogue video cameras plus a frame grabber. A preferredembodiment of the invention uses at least one digital video camera.Capture unit 5804 can be mounted either roadside or on a gantry above atraveling lane. Capture unit 5804 is configured to receive a triggersignal (or trigger) from trigger unit 5802. Upon receiving the triggersignal, capture unit 5804 can take one or more images of a passingvehicle that is detected by trigger unit 5802.

VICU 5800 preferably includes lighting unit 5806. Lighting unit 5806 cancomprise a visible wavelength or infrared strobe light, or flood light.In a preferred embodiment of the invention, lighting unit 5806 employs awhite strobe light. Preferably, a diffuser is arranged in front oflighting unit 5806 to make a lighting field created by the unit moreuniform. When lighting unit 5806 is operational, it creates a lightingfield that can illuminate a passing vehicle. In one embodiment, lightingunit 5806 is also configured to receive the triggering signal fromtrigger unit 5802 that can, for example, activate a strobe in lightingunit 5806.

VICU 5800 also includes processing unit 5808, which can be a standard orembedded computer system that is located locally or at a remote distancefrom capture unit 5804. Processing unit 5808 contains a processingprogram 5810 running therein. Preferably, processing program 5810 isused for processing vehicle images sent by capture unit 5804. Further,processing unit 5810 can be configured to control exposure in captureunit 5804. In preferred embodiments of the invention, unit 5808comprises a standard desktop computer, an industrial computer, orsingle-board computer.

Application program 5810 is configured to run processing unit 5808.Further, application program 5810 contains several modules that can beused to process images received from capture unit 5804, as describedfurther below with reference to FIG. 59.

VICU 5800 further includes storage media 5812, which can be local orremote memory, and in hard disk, flash disk, CD, or DVD form. Storagemedia 5812 is used to store information such as vehicle images receivedin digital form from processing unit 5808. In general, the imagesreceived for storage can be digital data representing as-receivedpictures of a passing vehicle taken by capture unit 5804, or they can bedigital data that has been manipulated in some manner after beingreceived from capture unit 5804 by processing unit 5808. For example,processing unit 5808 may receive a “raw” vehicle image from capture unit5808 and create a brightened or darkened image, an extracted image, andthe like (see discussion below). All of these images can be stored asdigital data in storage media 5812. In the case where storage media 5812is located remotely, communication from processing unit 5808 to storagemedia 5812 can be through a wireless, cable, or satellite network. Inpreferred embodiments of the invention, a local hard disk, local memory,or local flash disk are used for storage media.

FIG. 59 discloses details of one exemplary embodiment of the presentinvention in which application program 5810 contains plate locationmodule 5902, exposure control module 5904, resolution resetting module5906, image enhancement module 5908, and image compression module 5910.

Plate location module 5902 is configured to find and extract a licenseplate area in a vehicle image (also referred to as “whole vehicleimage”) received from capture unit 5804. Typically, there is a conflictbetween the needs to increase resolution for taking accurate images ofvehicles, and the limitations in storage capacity and transmission rateof vehicle images. For example, camera resolution and original imagesize are increasing to the extent that image transmission and storagehave become significant problems. From the point view of bothtransmission and storage, low image resolution (and therefore less datagenerated per image) is preferred. From the point of view of opticalcharacter recognition (OCR) and other processing purposes, higher imageresolution image is preferred, so that accurate information regarding avehicle in question is retained.

To solve this conflict, the present invention employs plate locationmodule 5902. As depicted in FIG. 60, plate location module 5902 isconfigured to find and extract a license plate area within a wholevehicle image 6002, to create extracted plate area image 6004. Platelocation module 5902 then maintains the extracted plate area image 6004at an original image resolution as received from capture unit 5804.

Capture unit 5804 transmits whole vehicle image 6002 to plate locationmodule 5902, which processes the image to find and extract a plate areaimage. Module 5902 can then output plate area image 6004 at the originalresolution as received in vehicle image 6002. However, the amount ofdata in plate area image 6004 is only a fraction of the amount of datacontained in original whole vehicle image 6002, due to the relativelysmall size of a license plate compared to a whole vehicle. For example,a typical whole vehicle image 6002 can comprise about 1.4 megapixels(one megapixel equals one million pixels), equivalent to 4.2 Mbytes ofdata, where each pixel of a color image uses 3 bytes of data torepresent a red-blue-green image. On the other hand, plate area image6004 having the same resolution as vehicle image 6002 comprises onlyabout forty thousand pixels, or about 120 Kbytes of data. In order tominimize storage space associated with collecting a high resolutionplate image, such as image 6004, original image 6002 can be discardedafter being transmitted to and operated on by plate location module5902.

FIG. 61 includes whole vehicle image 6102 that depicts a back portion ofa passing vehicle including a plate area 6104. As mentioned above, image6102 is recorded at a first resolution, where, for example, the totalnumber of image pixels can be in the range of one to one hundredmegapixels or greater. In one embodiment, the first resolution, in whichvehicle image 6102 is captured, is a relatively lower image resolution.Also displayed in FIG. 61 is extracted plate image 6106, which in largepart contains an image of license plate, 6108. Preferably, plate image6106 is extracted from a full vehicle image (not shown) that is taken ata second image resolution that is relatively higher than the firstresolution used for capturing whole vehicle image 6102. Characters inimage 6106 clearly read “4A1365D”. Below image 6106 are extractedcharacter image 6110 that display images of each character in thelicense plate “number.” Preferably, an optical character recognition(OCR) program or similar tool can be used to determine a charactercorresponding to each extracted character region and to display acorresponding determined character sequence 6112, which reads “4A1365D.”Below each character of sequence 6112, are confidence values 6114reflecting the degree of probability that a character has beendetermined accurately. In the example shown in FIG. 61, the confidencevalues range from 0.89 to 1.00, which indicates a high probability ofreading the numbers accurately.

Capture unit 5804 is preferably configured to rapidly change between aplurality of different image resolution modes for taking pictures.Accordingly, capture unit 5804 can take pictures in rapid succession ofa passing vehicle at a higher image resolution and a lower imageresolution. For example, after capturing a high resolution whole vehicleimage 6002, resolution resetting module 5906 can receive a signal sothat capture unit 5804 can be reset to take a second whole vehicle image6006 at a lower resolution. For example, image 6006 could comprise about353 kilopxels, or about one quarter of that of image 6002. This lowerresolution image can be used for image enhancement as described in moredetail below.

Also displayed in FIG. 61 is an image portion 6116 of lower resolutionvehicle image 6102 that includes low resolution license plate area 6118.The legibility of downsized plate area 6118 is comparatively poorer thana similar sized original resolution extracted plate image 6108. However,portions of the lower resolution image outside of area 6118 aresufficiently clear that license plate position on the vehicle, taillightshape, and logo of the vehicle manufacturer are discernable. Thus, lowerresolution image 6116 may not be appropriate for accurate automaticlicense plate number determination, but is adequate for recordinggeneral vehicle features.

Images 6004 and 6006 can then be transmitted to storage media 5812 (seeFIG. 59) for storage. In the example above, plate image 6004 and lowerresolution vehicle image 6006 together comprise only about 393 thousandpixels. Preferably, the resolution of whole vehicle image 6006 issufficient for any needed purposes of identification additional to thelicense plate identification provided by image 6004. Thus, far lessmemory space is needed to store images 6004 and 6006 as compared to6002, but the reliability of critical identifying information, such as alicense plate number, and other specific vehicle features, ismaintained.

As further depicted in FIG. 59, exposure control module 5904 isconfigured to communicate with capture unit 5804 to control exposuresettings employed by capture unit 5804. In existing toll violationenforcement systems, exposure setting of a capture unit is based onintensity information from a whole vehicle image, so that there is noguarantee that consistent intensity in the crucial license plate areawill be obtained.

In an embodiment of the present invention illustrated in FIG. 62, platelocation module 5902 receives a vehicle image from capture unit 5804 andlocates the plate area from the vehicle image. It then forwardsinformation from the plate area, preferably including, e.g., image 6004,to exposure control module 5904. Exposure control module 5904 thenforwards exposure control information 6202 to capture unit 5804 tocontrol a camera exposure setting. Exposure control information 6202 ispreferably based on intensity information associated solely from platearea image 6004. Such exposure control process improves the consistencyof image intensity of vehicle plate areas that are captured by captureunit 5804. This acts to further increase the reliability of licenseplate information received and stored by system 5800.

Referring back to FIG. 59, image enhancement module 5908 is configuredto receive whole vehicle images transmitted from capture unit 5804.Image enhancement module 5908 can be used to improve image features of areceived whole vehicle image, for example.

In current systems that are used to take vehicle images for lawenforcement purposes, a typical reflectorized license plate frequentlyappears much brighter than other parts of a vehicle. This is especiallytrue when a lighting unit is used to illuminate a passing vehicle.Moreover, under certain circumstances, the license plate may actuallyappear darker than the rest of the vehicle. In general, the licenseplate area of an image differs in brightness compared with the rest ofthe vehicle. This creates an undesirable tradeoff: if the plate area hasa normal intensity, the vehicle body is too dark (or light) to seevehicle details; and if the vehicle body is bright enough for resolutionof vehicle details, the plate area appears overexposed (orunderexposed).

In an embodiment of the present invention, the above conflict isaddressed by initially controlling the exposure setting of capture unit5804 to capture a vehicle image so that the plate area has normalbrightness or intensity. As illustrated in FIG. 63, capture unit 5804transmits whole vehicle image 6302 to image enhancement module 5908.Image 6302 contains plate area 6304 of normal intensity, as well aswhole vehicle area 6306 having a different appearance, for example, adarker appearance. Image enhancement module 5908 then processes image6302 to brighten pixels in area 6306 outside plate area 6304, such thatbrightened vehicle image 6308 is produced, Where both plate and vehiclebody areas have reasonable brightness.

Image compression module 5910 (see FIG. 59) is configured to performcompression on images received from capture unit 5804. Aftercompression, compressed images can be transmitted from image compressionmodule 5910 to storage media 5812 for storage. Image compression isperformed such that compression can be either lossy (like JPEG etc.) orlossless (like Huffrnan, Arithmetic, LZW, GIF, lossless JPEG, or otherknown compression techniques). Compression may be performed, for exampleon images received from capture unit 5804 via modules 5902 or 5908. Inan embodiment of the present invention depicted in FIG. 64, imagecompression module 5910 receives input from plate location module 5902and image enhancement module 5908. For example, plate location module5902 transmits plate image 6401 derived from higher resolution vehicleimage 6402 to compression module 5910. Image enhancement module 5908receives a second, lower resolution vehicle image 6402 and transmits abrightened lower resolution full vehicle image 6406 to module 5910.Module 5910 then compresses images 6404 and 6406 to a predeterminedformat for output to storage media 5812.

FIG. 65 illustrates more details of features of VES 6500 according to anembodiment of the present invention. When a vehicle passes over triggerunit 6502 comprising ferromagnetic induction loop regions 6503, a changein inductance measured in the loops causes a signal to be sent to camera6504. Note that in other embodiments, vehicle detectors other thanferromagnetic loops may be used. Camera 6504 is configured to takeimages of a passing vehicle that may be illuminated by strobe light6506. In a preferred embodiment, strobe 6506 is triggered to activatewhen a vehicle is detected by trigger unit 6502. Preferably, a camerasetting for camera 6504 is performed during an installation procedurefor the camera. The setting of the camera's iris can be done in such away that under normal exposure setting, a license plate image is clearlyvisible only when a lighting unit, such as strobe 6506, is working. Sucha setting minimizes the influence of variations in ambient light onimages of vehicle license plates.

A lighting unit in existing conventional toll enforcement systems worksas compensation lighting and is turned on only when the ambient light islow due to a time of day or poor weather conditions. However, theambient light still varies widely over the range of conditions where theambient light is bright enough for no use of a lighting unit. Sunlightmight shine in the field of view of a camera in an unpredictable mannerdue to floating clouds. Additionally, sunlight incident directly on alicense plate, such as during sunrise, sunset or other coincidentsituations, can make a plate appear extremely bright and completelyoverexposed. These factors render it difficult to control exposure tocapture images with consistent intensity.

By employing a major light source adjusted so that a license plate isnot over-exposed when the source is on, the effects of ambient light canbe greatly reduced. Thus, in a preferred embodiment, to minimize theinfluence of ambient light, a lighting unit of the present inventionuses a major lighting source that is preferably operating substantiallyall the time, with camera settings adjusted so that a plate image isclearly visible only when the lighting source is operational. Forexample, a strobe unit 6506 is continuously operational so that it istriggered to expose a vehicle every time a passing vehicle is detected.

To further reduce the effect of direct sunshine on the ability to obtaingood images, in an embodiment of the present invention, multipledifferent predetermined capture positions of cameras are employed sothat two or more images are taken for each passing vehicle. Since theintensity of direct sunshine reflected from a plate and detected in acapture unit depends highly on the sunshine angle and view angle of thecapture unit, changing a capture position, which also changes the viewangle of the capture unit, likely results in at least one image positionnot receiving directly reflected sunlight. In addition, since often atlease one capture position might be located in the shadow of asurrounding object, such as a toll plaza canopy, use of multiple capturepositions greatly increases the chance of capturing at least one goodimage when direct sunshine is present. Thus, as a vehicle passes by,images are collected at different points in time by a capture unitcamera, such that each different image reflects a different captureposition. Preferably, the strobe unit and capture unit are positioned tocapture a license plate image of consistent intensity every time apassing vehicle is photographed at least one predetermined captureposition.

VES system 6500 may include a frame grabber (not shown) that is coupledto a lane controller interface 6508. Lane controller interface 6508 isalso coupled to IVIS board 6512 that collects signals from IVIS 6503.Lane controller interface is additionally coupled to camera 6504 andstrobe 6506.

FIG. 66 illustrates exemplary steps for a method for toll violationenforcement according to an exemplary embodiment of the presentinvention. In the following discussion, reference to FIGS. 58-63 is madeto add clarity. Note that in some embodiments of the invention, some ofthe steps are optional.

In step 6602, a trigger unit detects the presence of a passing vehicle.As discussed above, trigger unit 5802 preferably includes an inductionloop sensor embedded in the roadway that is configured to detect thepresence of a vehicle overhead by sensing changes in inductance, but mayinclude any other convenient means for detecting passing vehicles.

In step 6604, trigger unit 5802 send a trigger signal to capture unit5804.

In step 6606, the trigger signal is also sent to lighting unit 5806, ifunit 5806 includes a strobe light. The trigger signal can cause thestrobe light to illuminate the passing vehicle.

In step 6608, capture unit 5804 takes a first image of the passingvehicle. In one embodiment of the present invention, the first image istaken at a predetermined image resolution. For example, camera 6504 canbe configured to capture a first image of a passing vehicle at highresolution. Accordingly, after a vehicle is detected by trigger unit6503, camera 6504 is automatically set for higher resolution vehicleimage capture.

In step 6608, the exposure setting may also be set at a predeterminedvalue based on, for example the type of image to be collected. If thefirst image is to be used to produce an extracted plate image, thecapture exposure setting can be adjusted to produce optimum lightingconditions for obtaining a legible plate image.

In step 6610, the first vehicle image is transmitted to processing unit5808 to be processed by program 5810 residing therein.

In step 6612, the image resolution of capture unit is changed from thatemployed in step 6608. Following the example of step 6608, if the imageresolution for image capture at that step was a higher resolution, thenin step 6612, the image resolution for image capture by capture unit5804 is reduced to a lower resolution. However, in another embodiment,the image resolution for capture unit 5804 can be lower in step 6608 andrelatively higher in step 6612.

In step 6614, a second vehicle image, for example, a lower resolutionvehicle image, is taken. System 6500 is configured so that the first andsecond vehicle images can be taken with a minimum time lapse betweensuccessive images. For example, the second vehicle image can be taken atan interval ranging between about two and three hundred] millisecondsafter the first vehicle image. Thus, the first and second vehicle imagescan represent very similar views of the passing vehicle, for example, interms of vehicle size and angle of view.

In one embodiment of the present invention, the second vehicle imagetaken in step 6614 is captured at an exposures setting different fromthat of the first vehicle image taken in step 6608. For example, if thesecond vehicle image is to be used to produce and store a whole vehicleimage, the exposure setting may be adjusted to be greater than that usedin step 6608, if the image in step 6608 is used to produce an extractedplate image. This is because the extracted plate region typically ismore highly reflective and may appear much brighter than the rest of thevehicle, and accordingly require a lower exposure setting than that tobe used to capture whole vehicle information.

In one embodiment, exposure control module 5904 and resolution resettingmodule 5906 are set to automatically toggle between different exposureand different resolution settings. For example, in an initial state,exposure control module 5904 is set at a lower exposure time and ahigher resolution in order to capture a clear license plate image. Aftercapture unit 5804 takes an initial picture of a passing vehicle a signalis received by units 5904 and 5906, upon which the image captureexposure time for capture unit 5804 is reset to a longer time and theimage resolution for capture unit 5804 is set at a lower resolution.Accordingly, a second vehicle image appropriate for whole vehicle imagecapture can be taken at the longer exposure time and lower resolutionthat are more appropriate for capturing and storing a whole vehicleimage. For example, the vehicle as a whole may be typically lessreflective than a plate area, requiring a longer exposure time, but lessresolution is generally required to resolve the general vehicle featuresbesides those license plate features captured in the higher resolutionimage. In this manner, in this embodiment, the “capture state” ofcapture unit 5804, where the “capture state” includes the imageresolution setting and the exposure setting, can be automatically andrapidly toggled between settings appropriate for plate image capture andwhole vehicle image capture.

In step 6616, the second image is transmitted to unit 5810 forprocessing.

In step 6618, the resolution for image capture of capture unit 5804 isreset to the predetermined resolution, for example, a higher resolution,used in step 6608. Accordingly, a subsequent passing vehicle will have afirst image taken at the same predetermined resolution as the firstvehicle.

In step 6620, an extracted plate image is taken from one of the first orsecond vehicle images, whichever is higher. Following the example wherethe image resolution of a first vehicle image taken in step 6608 is ahigher resolution, then the plate image is extracted from the firstvehicle image. As discussed above, this allows for optimalidentification of plate image information by preserving a highresolution image of the plate.

In step 6622, intensity information taken from the plate region of thehigh resolution image (in the example of steps 6608 and 6620 of FIG. 66,this is the first image) is forwarded to an exposure control module.

In step 6624, the intensity information from the plate region of thehigh resolution image is compared to stored intensity data.

In step 6626, the settings on a capture unit, for example, unit 5804,are adjusted based on the comparison of stored intensity data and thatreceived from the most recent high resolution plate image. For example,lighting conditions may have varied between the time when the storedintensity data was collected and the time when the intensity data fromthe plate region of the most recent vehicle was taken. In this manner,the exposure settings for capture of the next vehicle can be adjusted,both for the high resolution image to be used to capture an image of ahighly reflective plate, and a lower resolution image, to be used tocollect an image from a less reflective whole vehicle.

In step 6628, a brightened image of the lower resolution image isproduced as described above with respect to FIG. 63.

In step 6630, the brightened image is forwarded for image compression.

In step 6632, the brightened image and extracted plate image arecompressed.

In step 6634, the compressed brightened whole vehicle image and plateimage are stored in an appropriate storage medium.

Although the above example focuses on the processing of one originalwhole vehicle image taken at one image resolution and one vehicle imagetaken at a higher resolution (and, preferably, at a different exposuresetting) for the purposes of extracting a plate image, it iscontemplated that multiple low resolution and/or high resolution imagesof a passing vehicle can be captured and processed according to theappropriate steps outlined in FIG. 66 for the type of image captured.Thus, for example, in addition to capturing at least one low resolutionvehicle image, system 6500 may be configured to produce two highresolution images of each passing vehicle to ensure that at least oneextracted plate intensity has an appropriate level, as described above.

Additionally, it is contemplated that the procedures described above forembodiments of the present invention can be used in combination. Forexample, a capture unit might initially employ multiple capturepositions to take multiple images of a passing vehicle at a first cameraexposure setting. Subsequently, the plate location module processes oneor more of the images taken at the first exposure setting, and sends asignal to the capture unit indicating the plate intensity data is not ina targeted range. Finally, the capture unit takes further images of thesame passing vehicle at a second exposure setting adjusted based on theset of intensities received from the plate location module.

In additional embodiments, an enforcement system extracts only a plateregion at an original resolution from a whole vehicle image whilediscarding the rest of the image rather than capturing and preserving adownsized image. This is useful in the case where system 5800 isemployed only for a license plate study where other identifying vehicleinformation need not be preserved.

Furthermore, it is contemplated that embodiments of the presentinvention can be used to track and identify vehicles in areas other thantolling areas, such as parking lots, or predetermined locations onpublic streets. In exemplary embodiments, the system of the presentinvention can be triggered to capture vehicle information such as alicense plate whenever a vehicle passes a point of interest. Suchinformation could be used for law enforcement or public safety purposes.

Multilane Vehicle Information Capture

Aspects of the ferromagnetic induction loop sensor systems of thepresent invention can additionally be implemented in systems andprocesses for multilane vehicle information capture (MVIC). MVIC is analternative approach to conventional transactions conducted withvehicles traveling along roads, where the term “road” includes multilanehighways, toll plazas, bridges, tunnels, parking lots, and other vehicletraffic locations. These conventional transactions include tollcollection at toll booth stations or in an open road environment usingmanual or RF-tag collection; vehicle identification using license plateimage capture; vehicle detecting using loop sensors, and other methodsof vehicle detecting. In a preferred embodiment of the presentinvention, a vehicle information collection process is completelyautomatic without use of human intervention, such as a toll attendant,for collecting tolls. In one aspect, vehicles traveling on multilanehighways can be classified accurately using induction loop sensors ofthe invention and appropriately charged tolls to respective RFtransponders placed on each vehicle. Preferably, vehicles do not have tostop or slow down in a lane to pay tolls. Preferably, vehicleinformation capture operates without requiring vehicles to move in aconfined lane, so that, for example, during toll collection or otherinformation capture, vehicles can straddle between lanes as typicallyoccurs in an open road environment. Preferably, the MVIC system has theability to capture a first type of information about a vehicle in orderto determine if further information (or data) capture is required. Insome embodiments, the MVIC system can send a trigger to a VICU if itdetermines based on initial data collection, that further vehicle datacapture is needed. For example, the MVIC system has the ability todetect vehicles that do not have RF toll transponders passing through atolling area, and to alternatively capture an image of the license plateof such vehicles. Preferably, the captured license plate information canthen be used to record payment of users that are registered to pay tollbased on their vehicle license plate (“pay by plate”) or to send theplate information to a toll violation enforcement system for users thatare not paying by means of an RF transponder or vehicle license plate.

Embodiments of the present invention utilize multiple intelligence unitsor subsystems to overcome current problems that are associated withmultilane vehicle information capture in an open highway environment. Ingeneral, desirable features for an multilane vehicle information capturesystem include the following:

-   -   1) Ability to classify vehicle axles accurately and charge a        vehicle transponder appropriately in the case of RF toll        operations;    -   2) In case of vehicles not having RF transponders, ability to        capture a vehicle image that can be used for the purposes of        collecting toll payment or to send the image to a violation        enforcement system.    -   3) Ability to capture vehicle images for pay by plate        transactions;    -   4) Ability to perform general data capture operations to collect        vehicle information that can be used for the purposes of        surveys, statistical traffic information, and the like;    -   5) Ability to provide appropriate system failure notifications;        and    -   6) Stability and accuracy of the system.

There are many problems associated with conventional open road tolling(ORT) systems. One of the most significant problems involves theidentification of a vehicle that is located in multiple lanes (e.g., avehicle that straddles more than one lane). When a vehicle straddlesmore than one lane, the toll system may fail to capture the vehicle forpurposes of paying the toll, misassociate the paying customer with thewrong vehicle, or over- or under-count vehicle axles for the purposes ofdata capture. Another common problem is the inability of the system toproperly manage multiple transactions occurring at about the same timeand involving multiple vehicles in close proximity. For example, thefollowing scenario representing a series of transactions that aredifficult to manage may occur frequently: identify a first vehicle thathas a toll transponder (tag); capture payment from the toll tag;associate the captured payment with the first vehicle; simultaneouslyidentify a second nearby vehicle that did not pay by toll tag; andcapture a license plate image of the second vehicle, the latter stepfollowed by charging of payment for those vehicles authorized to pay belicense plate, or sending the plate image of non-authorized vehicles toa toll enforcement system. These problems limit usefulness ofconventional open road tolling schemes.

The present invention utilizes multiple intelligence units, orsubsystems, to overcome current existing problems that are associatedwith toll collection in an open highway environment. In a preferredembodiment, the subsystems include an intelligent vehicle identificationsystem (IVIS), an RF system, and a vision tacking system (VTS). The MVICsystem of the present invention operates to consolidate intelligenceobtained from the multiple subsystems.

FIG. 67 illustrates components of an multilane vehicle informationcapture system according to an exemplary embodiment of the presentinvention. MVIC system 6700 includes an multilane vehicle informationcapture (MVIC) central unit 6702, that acts as the central processingunit for MVIC system 6700. It is responsible for gathering informationfrom the various subsystems 6704-6710 discussed individually below.Control unit 6702 consolidates input data received from the subsystemsto make decisions about toll transactions, including a determination ofa vehicle position and an associated transponder.

In the embodiment illustrated in FIG. 67, system 6700 includes IVIS 6704that includes IVIS sensors that preferably comprise ferromagneticinduction loops. However, in other embodiments, IVIS 6704 can bereplaced by any other type of vehicle sensor, such as a loop sensor,that can detect a vehicle's presence in a roadway. When a vehicle passesthrough an embedded roadway containing IVIS sensors, IVIS system 6704reads many times per second (e.g., about 333 times/sec) to determine avehicle position with respect to the sensors. IVIS system 6704 logsvarious types of information such as axle entry/exit times using sensorsas described above, as well as axle amplitudes generated by vehicletires on the sensors. All this information is then transmitted to MVICunit 6702 for further processing to determine, for example, the vehicleposition.

System 6700 includes VTS 6706 that collects information about a vehicleposition when the vehicle passes through vision tracking sensorsincluded in the VTS. This information is transmitted to MVIC centralprocess unit 6702 for further processing.

System 6700 contains RF System 6708 that reads a properly mountedtransponder in a side of the vehicle multiple times per second (e.g.,about 90 to 300 times/sec) when the vehicle passes under an antennalocated in system 6708. Typically, in tolling applications, where RFsystems are used, an RF system reads only one time from a vehicletransponder and subsequently puts the transponder in a “sleep” mode toavoid cross-reads for that transponder from adjacent lanes. A cross-readoccurs when a transponder is read by a system in a lane other than wherethe vehicle containing the transponder is traveling. RF system 6708 ofthe present invention differs in operation from this typical approach.Rather, system 6708 is configured to perform transponder reads as manytimes as possible, including cross-reads, late reads, and early reads.The latter two types of reads occur when a transponder is read after orbefore, respectively, a vehicle is in a proper area for conducting a“normal” RF read. The later reads are problematic for a conventional RFsystem, that may assign late reads to trailing vehicles, and early readsto leading vehicles, rather than the vehicle of interest. RF system 6708passes the read data to MVIC unit 6702.

Lane Controller (LC) Unit 6710 of system 6700 is responsible for sendingappropriate transactions to a database unit 6712. LC 6710 receivesnecessary information from MVIC central process unit 6702 for generatinga unique transaction for each vehicle.

Database Unit (DB) 6712 is responsible for storing transactioninformation sent by lane controller 6710. Such information is used forrevenue collection and audit purposes, as well as for generating reportsand/statistics related to vehicle transactions.

System 6700 additionally includes VICU 6714 that is responsible forcapturing vehicle images whenever a trigger source such as centralprocess unit 6702, IVIS 6704, or another loop based triggering device(not shown) triggers a VICU camera. Exemplary operation of a VICU in atoll violation enforcement system is described above in detail.Preferably VICU 6714 contains at least one camera for capturing vehicleimages, and is configured for storing the captured images with a properfile name associated with a vehicle transaction and sent by MVIC centralprocess unit 6702. In exemplary embodiments, VICU 6714 additionallycomprises a program running in a processing unit, such as program 5810described above that contains individual image processing and exposuremodules to ensure that a clear image of a violating vehicle and licenseplate are obtained.

In an open highway environment, VICU 6714 may be activated under one ofseveral circumstances. For example, in an MVIC environment, certainvehicle travel lanes may be reserved for vehicles equipped with RFtransponders to automatically record tolling transactions. Vehicleswithout transponders may be required to travel in other lanes that areequipped with conventional toll collection facilities. Therefore, atransponderless vehicle traveling in a reserved lane may be flagged as apotential violator, triggering VICU 6714 to capture vehicle images ofthe passing vehicle. Additionally, a vehicle equipped with a transponderthat indicates insufficient funds within an account to pay a toll can beflagged as a potential violator. The vehicle information, for example, alicense plate image, can then be used to assess a payment if the vehicleis registered for pay by plate, or it can be forwarded to a violationenforcement system.

In alternative embodiments, VICU 6714 is configured to remain active andcan capture images of each passing vehicle. Accordingly, system 6700 candetermine a time subsequent to a vehicle passing an MVIC site, that atransaction record associated with the vehicle passing the tolling siteindicates the vehicle is a toll violator or needs to pay by licenseplate, if applicable. For example, it may be determined that an accountassociated with the vehicle's transponder did not authorize payment ofthe toll charge. System 6700 can then retrieve from VICU 6714 an imageto assist in identification of the vehicle, which is then forwarded to aviolation enforcement system of pay by plate collection system.

Summary of Operation of MVIC Components

RF System

In embodiments of the present invention, RF system 6708 is configured toobtain multiple reads from a passing vehicle. Accordingly, as describedin more detail below, problems in conventional systems, such as crosslane reads (cross-reads), advanced reads, skipped reads, or late readsare not as paramount. FIG. 68 illustrates aspects of RF system 6708according to an exemplary embodiment of the present invention. In theexample shown in FIG. 68, system 6708 comprises a gantry 6802 that isconfigured to overhang multiple travel lanes in a roadway. For thepurposes of clarity, in this and following FIGS, embodiments of thepresent invention are presented with reference to two or three laneenvironments. However, it will be understood that system 6700 isgenerally applicable to operate in multilane environments, where thenumber of lanes can be up to 10 or more, and the number of components ofsubsystems 6704, 6706, 6708, 6710, and 6714 that are used to capturevehicle information and communicate with vehicles in different laneswill scale accordingly. For example, the number of gantry 6802 includesRF antenna 6804 and RF antenna 6806. Each antenna when operationalcreates a read zone, denoted as zones 6808 and 6810. Also illustrated inFIG. 68 are IVIS components including sensors 6812 and 6814, discussedfurther in the following section, and square sensors 6815. Sensors 6812and 6814 are preferably gradient sensors. Sensors 6815 are preferablysquare sensors. Each read zone is constructed to read a passing vehiclewith a transponder as it travels in its respective lane associated withthe read zone. In addition, the read zones overlap, in a straddle region6816 wherein a vehicle traveling in either lane may be read in both readzones, depending on the exact vehicle trajectory.

In an multilane open road environment, meaning that there are nobarriers between multiple lanes, a car may travel outside of the centerof a painted tolling lane. The car may cross between lanes, it maystraddle lanes, or travel in the road shoulder. For example, whenentering a zone for automatic tolling in an MVIC environment, it mayenter the zone with vehicle placement at a 60 to 40 ratio (or 60-40)between two adjacent lanes, and subsequently cross under an RF antennagantry used for reading a vehicle transponder at a 50-50, 70-30 or 90-10ratio. Instead of reading the transponder one time and inducing a sleepmode, RF system 6708 provides overlay reading zones 6808 and 6810 sothat the reading zones overlap in straddle region between adjacentlanes, enabling a user of the invention to ensure that an antenna readof the transponder occurs in straddle zone 6816 as well as in the centerof a lane.

Preferably, RF system 6708 continuously reads the vehicle transponder asrapidly and frequently as possible. In a preferred embodiment, RF system6708 employs multiple antennas 6804, 6806 on gantry 6802 to read atransponder of a passing vehicle, so that information from the multipleantenna reads can be used to determine where the vehicle is located. Asis known, transponders vary in the rate that they can be read. Someperform as slowly as 96 times/sec while others perform as rapidly as 333times/sec. In an exemplary embodiment, both RF read zones 6808, 6810 areroughly 10 feet long, such that, if a vehicle is traveling in the centerof a lane at 60 mph, the vehicle moves at approximately one inch permillisecond. The read zone (120 inches) is thus traversed in about onetenth of a second, so that using a 333 times per second sample rate,roughly 30 reads can be performed as the vehicle traverses the read zoneof a particular lane.

Using multiple reads of a passing vehicle, RF system 6708 can provideinformation to determine the vehicle position with respect to a givenlane. For example, if a successful read count of a vehicle transponderof 20 to 30 times is obtained using an antenna associated with a firstlane; and in a second, adjacent lane a read count of 5 is obtained; andin a third lane (not shown), nearby, 2 reads are obtained, the vehiclecan be definitively located in the read zone associated with the firstlane. In another scenario, if the vehicle straddles the first lane andsecond lane with a 70-30 ratio with respect to vehicle placement in therespective lanes, denoted by position A, 20 reads may be obtained inzone 6808 associated with the first lane, and 10 reads in zone 6810associated with the second lane. Therefore, using only the informationobtained from RF system 6708, system 6700 can determine that the vehicleis approximately located straddling the first and second lanes with a70-30 ratio of vehicle placement. If, in another scenario, the vehiclewere to exactly straddle the lanes at a 50-50 ratio, traveling throughhighway region 6816 at position B, the read zones associated with eachlane would generate approximately the same number of reads. In the laterscenario, depending on the exact configuration of RF read zones, thetotal number of reads generated for the vehicle transponder may be lessthan for travel through a lane center (for example, the total ofsuccessful reads may be 15 in the latter case, as opposed to 30 in thecenter lane case); however, the amount of reads is still sufficient toaccurately locate the vehicle.

In contrast, current art using RF technology for toll tag reading wasdeveloped based on single lane applications. Efforts centered onobtaining information only from a read zone in a single lane, so thatreading from an adjacent lane is eliminated, as well as early or latevehicle reads. This was compelled by the fact that the currenttechnology used for toll tag reading is back scatter technology where atoll tag is polled and broadcasts its energy in all directions. Thepotential exist greatly for a tag to be read in an adjacent lane,because the RF radiation is reflected off vehicles and off differentshapes at varying angles. When an RF backscatter system conducts avehicle tag read, it broadcasts an RF signal from an antenna, which isthen backscattered from the tag in every direction. So, attempts in thecurrent art have predominantly involved focusing the RF radiation energyinto a small region in the center of the lane in an effort to avoidreading in an adjacent lane. This focusing helps avoid reading in anadjacent lane that can cause a customer in the wrong lane to be treatedas a violator, for example.

Another potential problem overcome by the present invention is theinadvertent charging of a vehicle that is read in two different lanesfor both lanes. This might occur, for example due to cross-lane reads.This has further reinforced the practice in current technology to focusRF energy only in one lane, conduct a single read, put the RF tag tosleep, and avoid reading a car early, so that reads are notinadvertently conducted on a wrong car. Thus, a tag on a passing vehicleis read only one time allowing only one time to collect money. Thistechnology works well in a stop-and-go or slow traffic speed, singlelane environment. However, in a location where there are no barriersbetween multiple lanes of tolling all in one area, it becomes much moredifficult to identify which vehicle paid a toll and where the readactually is located.

Another common industry practice to attempt to eliminate cross-lanereads is to use what is known as time division multiplexing. Suchtechnology alternately turns on an antenna in a first lane to collect atoll, while turning off adjacent antennas. If the antenna generates asingle read, it is identified with the car traveling in the first lane.However, the potential for cross-lane reads still exists. A carstraddling lanes could avoid payment if an antenna of the wrong lane isactivated, and a paying customer could be deemed a violator.

By conducting multiple reads, system 6708 provides the ability tominimize all the above-mentioned problems with the current art. A moreprecise location of a vehicle is generated, the possibility of mistakingone vehicle for another nearby based on a single read is reduced, andlane straddlers do not avoid payment.

IVIS System

In exemplary embodiments of the present invention, IVIS 6704 comprisesvehicle detection sensors, e.g., inductive loop sensors as depicted inFIG. 68 that enable system 6700 to accurately classify vehicles, countaxles, calculate speed, measure vehicle length and classify vehicletype. Preferably, collecting of information from IVIS 6704 issynchronized with RF tag reads conducted by system 6708 to furtherenhance the ability to identify an appropriate vehicle with an RF tag,and an appropriate vehicle that does not have an RF tag.

By synchronizing information obtained from IVIS 6704 and RF system 6708,the likelihood of failing to identify a vehicle is greatly reduced. Forexample, using RF reading to count the number of tag reads anddetermining the entry point of a vehicle at an IVIS sensor, the entrytime of a vehicle into an RF read zone can be calculated, so that thetime when tag reads should begin and end can be accurately determined,if the vehicle has an RF tag. As described above, an IVIS system basedon ferromagnetic loop sensors containing, among others, gradientsensors, can accurately determine the spacing between two axles of avehicle. In a majority of vehicles, an RF tag is located in the frontone-third of that spacing between the axles. By knowing where the RFread zone is located on the earth compared to the RF read antenna, onecan then determine the approximate time that the tag reads should startand stop, as discussed further below.

Use of RF system 6708 in conjunction with IVIS system 6704 providesfurther advantages in identifying a vehicle in an open road multilaneenvironment. By knowing when a vehicle transponder should enter RF readzone 6808, for example, using IVIS gradient sensor 6814, and conductingcontinuous reads (continuously sampling) of the RF transponder duringthe time when the vehicle is read zone 6808, accurate marrying of IVISdata and RF data generated by the passing vehicle assures that a correctidentification is made. This also increases the likelihood ofidentifying vehicles that do not have an RF tag since the system candetermine if no RF reads are successful during the time in which thevehicle should be in the RF read zone.

In preferred embodiments, MVIC system central processor unit 6702gathers all information sent by the subsystems including IVIS 6704, VTS6706, and RF system 6708. The vehicle position can be partiallydetermined based on the vehicle and/or vehicle axle entry/exit times onIVIS gradient sensors. IVIS 6704 is also capable of calculating a speedof the vehicle based on the entry/exit times of a vehicle and/or vehicleaxle on the gradient sensors. IVIS 6704 can use this speed to calculatethe axle spacing of the vehicle. All this information is subsequentlysent to MVIC central process unit 6702.

MVIC central process unit 6702 also receives transponder data from RFsystem 6708. As further depicted in FIG. 68, RF antennas 6804 and 6806are laid out in such way that each RF read zone for a vehicletransponder of a vehicle traveling in a given lane matches closely theposition of a respective IVIS sensor layout. Preferably, the MVIC systemof the present invention adjusts an RF antenna's angle to cover about80% of the roadway region that is covered by a respective IVIS sensorlayout, providing for optimum synchronization of IVIS sensor data withRF sensor data. This synchronization is important because MVIC-RF system6708 of the invention allows cross/early/late reads of the transponder.

In an exemplary embodiment of the present invention depicted in FIG. 69,an additional set of lane straddling sensors 6902, 6904, 6906 are addedto IVIS system 6700. These lane straddling sensors may be configured tobe part of IVIS 6704. Lane straddling sensors of the invention, such assensors 6902, 6904, 6906 can have one of a number of shapes includingsquare, circular, oval, rectangular, and other shapes. Preferably lanestraddling sensors are configured as “diamond” sensors, that is, theyassume a diamond shape as viewed in the direction of travel. Lanestraddling sensors 6902, 6904, 6906 provide advantages over conventionalloop configurations in determining vehicle position. In conventionalinductive loop technology; if a sensor is placed in a normal manner in aroadway, a field of the sensor for a 6 by 6 (or 6×6) size, extendsapproximately 3 feet outside the sensor. The present inventors havedetermined that for fields of inductance, the diameter of the field isreduced at corners of a loop. Therefore, by turning a square loop about45 degrees to the roadway travel direction, and placing the loop atpositions that straddle the border between lanes and other lanes orshoulders, a vehicle position can be more accurately determined. Forexample, if a vehicle is going through the center of lane 6908, lanestraddling sensors 6902, 6904 will be activated at approximately thesame time. If the vehicle is straddling between lanes 6908 and 6910,only lane straddling sensor 6904 will be activated at one time.

In exemplary embodiments of the present invention, system 6700 collectsinformation including activation information obtained from lanestraddling sensors, vehicle axle spacing, arrival time and departuretime of the vehicle and/or vehicle axles in each lane, speed of thevehicle, and length of the vehicle all obtained from other sensors ofIVIS system 6704, so that the information can be compared to determinethe status of multiple vehicles occupying adjacent lanes.

For example, if RF data collected based on the amount of RF reads inadjacent lanes indicates a first vehicle is a straddler, and IVIS lanestraddling diamond sensors indicate the vehicle is a straddler, andadditional data such as vehicle speed, arrival and departureinformation, and axle spacing indicate it is a straddler, then system6700 can determine which of a plurality of cameras of VICU 6714 toemploy to record a car that did not pay by RF tag, and which of multiplevehicles in close proximity to appropriately allocate the payment of atoll. In exemplary embodiments, either RF tracking system 6708 or IVIS6704 can be solely used to identify a straddler with a high degree ofaccuracy. But in a preferred embodiments, by concurrent use of anycombination of RF tracking system 6708, IVIS 6704, as well as Visiontracking system 6706, MVIC system 6700 performs more accurately as amultilane vehicle identification system.

In the following sections, operation of an MVIC system according toexemplary embodiments of the present invention is discussed in furtherdetail.

FIG. 70 depicts a situation in which MVIC arrangement 7000 is used todetect vehicle 7002 that straddles two travel lanes 7004, 7006,according to an exemplary embodiment of the present invention. Vehicle7002 straddles equally adjacent lanes 7004, 7006 while located oversensors 7008, 7010, and 7012, each located in both lanes depicted.Vehicle 7002 also is located within RF read zones 7014, 7016 of lanes 1and 2, respectively. Referring again to FIG. 67, tolling arrangement7000 can be included, for example, as part of MVIC 6700, such thatinformation is transmitted to MVIC unit 6702 when vehicle 7002 passesthrough arrangement 7000. In the scenario depicted in FIG. 70, vehicle7002 may have entered arrangement 7000 entirely in lane 7004 or 7006, orpartially straddling the two lanes.

As vehicle 7002 travels through arrangement 7000, MVIC unit 6702receives vehicle information from IVIS sensors 7008, 7010, 7012 as wellas RF read zones 7014, 7016. Vehicle information such as vehicle speed,axle spacings, axle amplitudes and entry/exit times of the vehicle axleson sensors 7008, 7010 of both the lanes are forwarded to unit 6702. FIG.71 displays a typical gradient sensor result showing frequency vs timefor a two axle vehicle, illustrating the appearance of two peakscorresponding to individual axles, as discussed in detail above.

MVIC central process unit 6702 also receives RF data for the vehicle (ifa transponder exists in the vehicle) from RF (AVI) system 6708, usingantennas 7018 over respective lanes 7004,7006. Gantry 7019 is configuredto contain a plurality of an antennas. Preferably, the location ofantennas 7018 on gantry 7019 is such that an antenna is placed over eachtravel lane. Preferably antennas 7018 in both lanes 7004, 7006 try toread the same vehicle transponder (not shown) as many times as possible,and forward the read information to MVIC unit 6702. MVIC central processunit 6702 consolidates all these data to make an accurate determinationof the position of vehicle 7002.

MVIC central process unit 6702 also receives data from diamond-shapedlane straddling sensors 7020 a, 7020 b, 7020 c that are positioned tostraddle their respective lanes, as depicted in FIG. 70. Informationreceived from the latter sensors is used to make a final decision on thevehicle position with respect to lanes, as described further below.

FIG. 72 illustrates steps in a method for determining a vehicle positionusing IVIS and RF data, according to an exemplary embodiment of thepresent invention. In step 7200, information received from IVIS 6704 andRF 6708 systems is stored in two different databases. For example, asvehicle 7002 travels through arrangement 7000, both IVIS and AVIsystems, as well as lane straddling sensors 7020 a, 7020 b, 7020 c candetect the vehicle position. The information received preferablyincludes data collected from respective inductive loop arrays and RFread zones in each of lanes 7004, 7006.

At step 7202, if central process unit 6702 determines that vehicleentry/exit times are not reported from sensors 7008, 7010 of both travellanes, then the process moves to step 7204, where unit 6702 makes atentative decision that vehicle 7002 is not straddling as perdetermination by IVIS 6704. The process then moves to step 7222.

If entry/exit times are reported by sensors 7008, 7010 in both lanes,then the process moves to step 7206, where a difference in entry/exittimes between that recorded for lane 7004 and 7006 is calculated. Thistime difference is then used to assess whether the data likely reflectsdetection of one vehicle or two vehicles. For example, at a highwayspeed of 60 mph, a vehicle may traverse an average car length of 15 feetin about 125-150 milliseconds. Therefore, if IVIS arrays in neighboringlanes report differences in vehicle entry times that are less than thecalculated time to travel such a distance, it can be assumed that therecorded times are from the same vehicle, since two vehicles cannotoccupy the same space at the same time. If a value of entry timediscrepancy greater than such a calculated value is recorded, itincreases the likelihood that two vehicles are present.

In step 7208, in the embodiment shown, if central process unit 6702determines that vehicle entry/exit times reported from adjacent lanesare greater than 125 milliseconds, the process moves to step 7210 wherea tentative decision is made that the data received comes from twovehicles, and vehicle 7002 is not lane straddling. The process thenmoves to step 7222. If a difference in entry times less than 125milliseconds is reported, the process moves to step 7212.

In step 7212, if central process unit 6702 determines that datacollected from IVIS sensors in both lanes does not correspond to a samerange of vehicle speed, the process moves to step 7214, where atentative decision is made that vehicle 7002 is not lane straddling. Theprocess then moves to step 7222. If a same range of vehicle speed isreported form IVIS sensor data of both lanes, then the process moves tostep 7216.

In step 7216, if central process unit 6702 determines that the number ofvehicle axles and axle spacing recorded from IVIS data reported fromboth lanes does not agree, then the process moves to step 7218, where atentative decision is made that vehicle 7002 is not lane straddling. Theprocess then moves to step 7222. If axle number and axle spacing datacollected from IVIS sensors in both lanes agrees, then the process movesto step 7220 where central process unit 6702 makes a partial decisionthat vehicle 7002 is lane straddling according to IVIS data.

In step 7222, central process unit 6702 retrieves RF data reported froma transponder on vehicle 7002. If central process unit 6702 determinesthat RF data corresponding to vehicle 7002 is not reported from both RFread zones the process moves to step 7224, where a tentative decision ismade that vehicle 7002 is not lane straddling. The process then moves tostep 7234. If central process unit 6702 determines that RF datacorresponding to vehicle 7002 is reported from both RF read zones theprocess moves to step 7226.

In step 7226, unit 6702 calculates the number of RF reads obtained fromeach RF read zone 7014, 7016.

In step 7228, if central process unit 6702 determines that the number ofRF reads received from read zone 7014 differs widely from that receivedfrom zone 7016, the process moves to step 7230. In step 7230 a tentativedecision that vehicle lane straddling by vehicle 7002 did not occur ismade. The process then moves to step 7234.

If central process unit 6702 determines that the number of reportedtransponder reads in zone 7214 is close to the corresponding number inzone 7216, the process moves to step 7232. Because the number ofreported reads in neighboring lanes is close, it is determined thatvehicle 7002 is lane straddling as determined by system 6708. Theprocess then moves to step 7234.

Referring now to FIG. 73, at a point of time subsequent to that depictedin FIG. 70, vehicle 7002 passes through a roadway region containing lanestraddling sensors 7020 a, 7020 b, 7020 c. The presence of vehicle 7002is detected by at least one lane straddling sensor and forwarded to MVICcentral processing unit 6702. In a preferred embodiment of the presentinvention, the size of lane straddling sensors 7020 a, 7020 b, 7020 c issuch that at least one sensor is always activated when a vehicletraveling in a highway lane of width in the normal range for highwayspasses by the lane straddling sensors. Preferably, a width of lanestraddling sensors is about 6 feet as described above. As also discussedpreviously, a lane straddling sensor having a diamond shape minimizesthe possibility of cross talk between two adjacent lane straddlingdiamond-shaped sensors, as opposed to square or rectangular shapedsensors.

As evident from FIG. 73, lane straddling sensors 7020 a, 7020 b, 7020 care laid along lane borders in such a way that vehicle 7002 activates adifferent number of lane straddling sensors depending on its exactposition within a lane or lanes. In the case illustrated in FIG. 73,where vehicle 7002 is straddling equally between two lanes 7004, 7006,only middle lane straddling sensor 7020 b, that also straddles the twolanes, is activated.

Referring again to FIG. 72, at step 7234, central process unit 6702retrieves data reported from lane straddling sensors 7020 a, 7020 b,7020 c. Unit 6702 checks to see how many of the sensors were activatedat the time vehicle 7002 passed arrangement 7000.

In step 7236, if it is determined that activation occurred from othersensors in addition to middle sensor 7020 b, then the process moves tostep 7238 where a determination is made that vehicle 7002 was notstraddling lanes. If only sensor 7020 b reported activation, then theprocess move to step 7240 where vehicle 7002 is tentatively deemed to bestraddling lanes 7004, 7006 based on lane straddling sensor data. Basedon the above approach, the MVIC system makes a final determination as towhether vehicle straddling has occurred. Depending on the agreement orlack of agreement between the tentative determinations of straddlingfrom data received from “subsystems” (the subsystems comprise in thecase of FIG. 72: 1. IVIS sensors 7008, 7010, 7012; 2. RF AVI antennas7018, and; 3. IVIS lane straddling sensors 7020 a, 7020 b, and 7020 c),the final determination can be more or less certain. For example, ifdata from all subsystems is in agreement, then a firm finaldetermination of straddling or not straddling is made with a very highconfidence level.

FIG. 74 illustrates a scenario in which two vehicles 7402, 7404 passthrough arrangement 7000 in two adjacent lanes 7004, 7006, respectively,at the same time. In the scenario illustrated, arrangement 7000 firstsenses the vehicles' presence using RF read zones 7014, 7016 and IVISsensors 7008, 7010, 7012. At the instant illustrated in FIG. 74, the twovehicles are side-by-side and passing through respective regions oflanes 7004, 7006 containing lane straddling sensors 7020 a, 7020 b, 7020c. Vehicles 7402 and 7404 are located entirely within their respectivelanes, 7004 and 7006. In this case, vehicle 7402 activates lanestraddling sensors 7020 a and 7020 b, while vehicle 7404 activates lanestraddling sensors 7020 b and 7020 c. Thus, unit 6702 determines thatall three lane straddling sensors illustrated are activated. Based onthe fact that a normal-size vehicle width is less than a lane width,unit 6702 knows that one vehicle can activate at most two lanestraddling sensors. Accordingly, system 6700 determines that more thanone vehicle are present at the same time in arrangement 7000.

FIG. 75 illustrates exemplary steps employed in a method for determiningthe simultaneous presence of more than one vehicle in an MVIC area usinglane straddling sensors, according to an exemplary embodiment of thepresent invention. In step 7502, central process unit 6702 checks todetermine how many lane straddling sensors in two contiguous lanes havebeen activated. Preferably, the lane straddling sensors are diamondshaped.

In step 7504, central process unit 6702 determines if more than onesensor reports activation. If not, the process moves to step 7506 wherea determination that only one vehicle is present and is straddlinglanes, as illustrated for vehicle 7302 in FIG. 73. If more than onesensor reports activation, the process moves to step 7508.

In step 7508 central process unit 6702 determines if more than twosensors report activation. If not, the process moves to step 7510.

In the steps to follow, three different scenarios where only two sensorsare activated can be distinguished. In a first scenario illustrated inFIG. 76, vehicle 7602 travels entirely within lane 7006 and activatestwo sensors, 7020 b and 7020 c. In a second scenario illustrated in FIG.77, vehicles 7702 and 7704 each travel directly over only one lanestraddling sensor, 7020 a and 7020 c respectively, such that only twolane straddling sensors in total are activated. A third set of scenariosin which two cars traveling through adjacent lanes that only trigger twolane straddling sensors to activate include the scenario of FIG. 78, inwhich vehicles 7802 and 7804 travel directly over adjacent sensors 7020b, 7020 c, respectively. Similarly, if instead of over 7020 c, vehicle7804 were placed over sensor 7020 a, only two sensors would activate.

In step 7510, central process unit 6702 determines whether the twosensors activated are adjacent. If not, then the process moves to step7512 where it is determined that two vehicles are present and each isstraddling a lane, as illustrated in FIG. 77.

If adjacent sensors area activated, then the process moves to step 7514.In step 7514, unit 6702 checks other IVIS sensor data and RF datareported for the same transaction or time period from arrangement 7000.Using the other IVIS sensor and RF data, a determination is made as towhether the two adjacent lane straddling activation reports represent asingle vehicle traveling entirely within a lane, as in FIG. 76, or twovehicles as in FIG. 78. The scenario involving two adjacentlane-straddling vehicles passing over the lane straddling sensors alsoimplies the vehicles likely were adjacent while in RF read zones 7014,7016. Accordingly, as discussed above, unit 6702 can determine based ona distribution of RF read counts for a given vehicle transponder thatthe scenario of two lane straddling is present, rather than a singlevehicle in the center of a single lane. The latter scenario wouldproduce as single more narrow peak in RF read counts representing theregion in a lane or lanes through which the vehicle traveled; while theformer scenario would produce a broader peak or even two separate peaksin RF read counts over a group of lanes, representing the positions oftwo distinct vehicles. Additionally, the total amount of successful RFreads over a group of nearby lanes would be higher in the case of twoadjacent vehicles.

If three lane straddling sensors report activation, the process moves tostep 7516, where a tentative determination is made that two vehicles arepresent. The process then moves to step 7518 to confirm thedetermination using other IVIS and RF data.

RF Read Zone Prediction Technique

Other embodiments of the present invention employ accuratesynchronization of data gathered from different subsystems, such as IVIS6704, VTS 6706, and RF system 6708, to track and identify vehicles in anMVIC environment. FIG. 79 illustrates steps for implementing a “readzone prediction” process to accurately identify a vehicle, according toan exemplary embodiment of the present invention.

In step 7902, a point at which a vehicle transponder enters an RF readzone is determined. Referring to FIG. 70, the extent RF read zones 7014,7016 can be varied by changing the RF power from antennas 7018 and alsoby changing an antenna angle, the latter of which causes changes in RFread zone size at a given power. RF read zone dimensions can be definedas that portion of space in which RF power projected from an antenna issufficient to conduct a read on a passing transponder. As viewed in FIG.70, a two dimensional RF read zone is shown for each antenna 7018. Inthree dimensions an actual RF read zone can roughly assume a shape of acone. Knowledge of approximate height above a roadway surface fortransponders in typical vehicles traveling in lanes 7004, 7006, as wellas the relative position of the transponder on a vehicle can then beused to estimate at what point along a direction of traffic flow, atransponder on a vehicle will enter the RF read zone cone.

FIG. 80 depicts a side view of a portion of arrangement 7000, wherevehicle 8002 contains transponder 8004. As vehicle 8002 travels withinlane 7004 (see FIG. 70) through. RF read zone 7014 created by antenna7018 on gantry 7019, for purposes of the RF system communicating withits transponder, the vehicle effectively enters read zone 7014 at pointA and leaves at point B. Therefore, a vertically projected point A′ on asurface of the travel lane represents a point at which RF read zonebegins for a transponder positioned directly over the point at a heighth indicated. Thus, as a reference point on the highway, point A′indicates the position above which a vehicle transponder positioned atan average height is first able to be read by RF antenna 7018.

In step 7904, a distance between an entry point of a vehicle over afirst IVIS reference point 7010 and the entry point of the RF read zoneis determined. In the example illustrated in FIG. 80, this correspondsto the distance L1, which represents the physical distance along theroadway from the point where a feature of vehicle 8002 first travelsover IVIS sensor 7010 (point C), and the point A′. This distance is thuspreconfigured by arrangement of an RF read zone in conjunction with IVISsensors.

In step 7906, an entry time T1 of a vehicle feature of interest over anIVIS reference point in is recorded by IVIS system 6704. TI cancorrespond, for example, to a front edge of vehicle 8002 crossing over afirst edge of sensor 7012 shown in FIG. 70. Alternatively, in anexemplary embodiment of the present invention, TI corresponds to a timeat which front axle 8006 crosses over first sensor 7010 at point C. TIdata is collected and stored in system 6700.

In step 7908, a speed VS of vehicle 8002 is measured by IVIS array 7012,as described above.

In step 7910, a vehicle length and axle spacing for vehicle 8002 aremeasured by a loop sensor, such as sensor 7012.

In an exemplary embodiment, based on overall vehicle size and axleseparation, in step 7912 a projected horizontal distance L2 between thefront axle and transponder of vehicle 8002 is calculated by centralprocess unit 6702. Historically, for a majority of vehicles, an RF tagis located in a front one-third of a spacing between the axles. Thus,distance L2 represents an estimate of a projected horizontal betweendistance tag 8004 and front axle 8006, based in part on measurement ofaxle separation.

In step 7914, a distance L=L1+L2 is calculated, which represents thedistance vehicle 8002 travels from the time the vehicle feature ofinterest passes an IVIS reference point as in step 7906, and whenvehicle transponder 8004 enters RF zone 7014. In an exemplaryembodiment, the vehicle feature of interest is front axle 8006, and IVISreference point is sensor 7010 at point C, which detects the front axlepresence as it passes over point C. Thus, after axle 8006 passes overpoint C, it travels a distance L1 to reach a point over point A′, andcontinues distance L2 before transponder 8004 is positioned over A′ atthe point of entry into RF read zone 7014.

In step 7916, unit 6702 calculates an expected time of entry TE, forvehicle transponder 8004 to enter zone 7014, TE=TI+L/VS. Thus, system6700 measures an initial vehicle entry time T1 as detected by a loopsensor of IVIS array 8010, as well as speed and axle spacing, andcomputes an estimated time TE when RF antenna 7018 can begin readingtransponder 8004, based on a preconfigured MVIC system distance L1 andestimated vehicle-based distance L2. Similarly, with knowledge of thedistance A-B, based on the geometry of read zone 7014, an exit time TXcan be calculated.

Referring again also to FIG. 70, in step 7918, central process unit 6702ensures that all RF antennas 7018 are continuously reading so thatvehicle multiple vehicle transponder reads can be conducted as vehicle8002 enters zone 7014. Preferably, antennas 7018 are triggered to becontinuously reading before vehicle 7902 enters zone 7014.

In step 7920, unit 6702 records a time TRE in which a first read oftransponder 7904 is received.

In step 7922, antennas 7018 conduct continuous reads, such that multipleRF reads of transponder 7904 are recorded as vehicle 7902 travelsthrough RF read zone 7014.

In step 7924, central process unit 6702 records a time TRX that a lastRF read of transponder 7904 is recorded before no further successfulreads are received.

In step 7926, central process unit 6702 compares calculated RF read zoneentry time TE to actual recorded time TRE. Preferably, a comparisonbetween calculated and recorded exit times, TX and TRX, is also made.

In step 7928, based on comparison of predicted entry and exit times ofvehicle transponder 8004 in zone 7014, central process unit 6702 makes adetermination as to whether the vehicle detected by IVIS array 8010corresponds to the RF tag read subsequently.

Because multiple RF reads are conducted, a “time window” in whichvehicle 8002 enters, passes through, and exits read zone 7014 is createdand can be preserved in a transaction record. The precision of thiswindow can be maximized by maximizing the rate at which RF reads areconducted. Thus, if a vehicle passing through a 10 foot long RF readzone at 100 feet/second (˜65 mph) is read at a rate of 50 times persecond, or every 20 milliseconds, it can be expected to be readapproximately 5 times within the 100 milliseconds it takes to traversethe read zone. However, a slight variation in capturing a reflectedsignal from the transponder might cause an actual number of reads to be4 or 6, leading to some uncertainty in actual entry and exit times.However, if the vehicle is read at a rate of 330 times per second (onceevery 3 milliseconds) the three millisecond precision provides for thevehicle to be recorded about 33 times, within the RF read zone. A slightvariation in the number of reads, from 32 to 34 reads, for example,results in much less uncertainty as to actual vehicle entry and exittimes in the RF read zone.

In other embodiments, vehicle data collected from a VTS, such as VTS6706, can be synchronized with an RF read zone system, either inconjunction with the IVIS system described above, or in place of theIVIS system. This data can result in a VTS-based RF read zoneprediction. For example, a time can be recorded in which a vehicleappears in an image captured by a VTS mounted near the RF read zone. Thetime and relative position of the vehicle in the image with respect tothe RF read zone can then be used to establish whether a vehicle tolltag measured in the RF read zone is associated with the vehicle inquestion.

In a further exemplary embodiment of the present invention, VTS 6706 isused in conjunction with IVIS 6704 to provide accurate tracking of avehicle in an MVIC environment. In FIGS. 81 a-81 d, a series of imagesof a vehicle are recorded by a vision tracking system arranged accordingto one embodiment of the present invention.

FIG. 88 illustrates a “four diamond one VTS” configuration, according toan embodiment of the present invention. Gantry 8802 contains camera 8804and VTS light 8806. Camera 8804 is mounted above a middle of a lane8808, such that information gathered from sensors 8810, 8812 thatstraddle lane 8808 can be coordinated with VTS information gathered fromcamera 8804.

In another embodiment illustrated in FIG. 89, a “three diamond one VTS”arrangement contains a VTS camera 8902 mounted directly over a borderbetween lanes 8904 and 8906, placing the camera in line with a lanestraddling sensor 8908.

FIG. 90 illustrates exemplary steps involved in a method for vehicletracking, according to an embodiment of the present invention. In step9002, a camera position of a VTS unit is calibrated with respect to acoordinate on a road surface.

In step 9004, images of passing vehicles are captured by the cameraunit. Preferably, the images are captured continuously at apredetermined frame rate.

In step 9006, the captured images are stabilized by compensating forpixel movement caused by camera movement due to gantry vibration duringcapture of the images.

In step 9008, a monitoring zone within the images is established. Themonitoring zone can comprise all or part of each image.

In step 9010, moving objects are identified by analyzing the series ofcaptured and stabilized images within the monitoring zone.

In step 9012, a segmentation process is applied to pixels, such that allpixels identified as belonging to the same object are grouped together.

In step 9014, a trajectory is extracted based on a relative movement ofa segmented object between predetermined captured images.

In step 9016, a predicted trajectory is obtained for an object duringfurther movement within the monitoring zone.

In step 9018, vehicle trajectory information is reported to a centralprocess unit, for example unit 6702, in order to assist in vehicletracking.

In FIGS. 82 a-82 d, the results of motion analysis collected for movingobjects within a picture frame by VTS system 6706 are displayed. Asegmentation process groups all neighboring bright pixels together toform a moving object, so that each moving object corresponds to a movingvehicle. Area 8202, for example, contains an image of vehicle 8204. Eachfigure displays an image of fixed region 8206, where the successiveimages are taken at different times. FIG. 83 displays images containingonly area 8202 extracted from FIGS. 82 a to 82 d, respectively. Theimages are superimposed on the same frame to display their relativeposition within the field of view. The arrow displays a calculatedtrajectory of vehicle 8202 during the time between images displayed inFIGS. 82 a and 82 d.

Such position-time trajectory output information can be combined withIVIS straddle sensor information to determine whether a vehicle is astraddler or not. For example, cameras of VTS 6706 can be mounted inclose proximity to an IVIS sensor. Vehicle images of a vehicle travelingin a lane of interest can be collected by system 6706, forwarded tocentral process unit 6702, time stamped, and stored in a record withvehicle information collected at the same time from corresponding IVISsensors. Examination of a trajectory of the vehicle can help make adetermination as to whether it is straddling, changing lanes, and soforth.

FIG. 91 illustrates another MVIC system 9100, arranged according to afurther embodiment of the present invention, that contains a driveralert module 9102. Driver alert module 9102 is used to provideinformation to occupants of a vehicle, preferably by means of a visiblesignal, when the vehicle passes through a region where tollingtransactions are performed. For example, a vehicle may be assessed atoll by having an RF tag read as it passes an RF read zone controlled byRF system 6708, or by having a license plate read as it passes a videocapture unit associated with vision tracking system 6706, if the vehicleis authorized for pay be plate toll payment. In conjunction with eitherof the above operations, module 9102 can alert a driver, for example,that a toll account associated with the driver's vehicle has anacceptable balance.

Recently, new technologies for automatic tolling of vehicles haveemerged, such as pay by plate, where an authorized vehicle can beassessed a toll by capture of its license plate image, and “sticker” tagtechnology, where a toll is assessed by RF communication between areader and a small RF tag on a vehicle. In both technologies, a vehiclepassing a tolling region is assessed a toll without providinginformation to the vehicle driver as to the tolling transaction. Forexample, sticker tags installed on a vehicle have an embedded RF chipthat is able to broadcast a serial number or other indicator that allowsan RF system reading the sticker tag to deduct money from an accountassociated with the sticker tag. Such sticker tags tend to be too small,however, to provide an alerting signal to the driver when an RF systemreads the tag and charges a toll. In other words, the sticker tag is asilent tag, by which it is meant that the silent tag is unable toprovide the driver with relevant information concerning the account thatthe silent tag is linked to. Similarly, a pay by plate user afterpassing through a region where a license plate image is captured (alsotermed “read”) and a toll assessed to an account associated with thatlicense plate, is not alerted as to any information concerning thataccount.

Because of the inability of technologies such as sticker tags and pay byplate to provide direct feedback to a vehicle user during or after atoll transaction, a vehicle user, such as a sticker tag user, may in thefirst instance be assessed a toll without being aware. In addition,whether aware of tolling transactions taking place or not, the driver(user) may have no knowledge of the state of an account balance used topay the automatically assessed toll. The balance may be low orinsufficient to pay a toll, in which case the driver may be assessed aviolation without being aware until sometime later. Furthermore, adriver aware that an account is being depleted during travel throughautomatic toll points, may nevertheless have to wait until a phone callor internet transaction, or other means of account verification can beperformed before determining the state of the account balance.

In one embodiment of the present invention, driver alert module 9102 istriggered to provide a driver with a simplified account status signal toa driver. Preferably, driver alert module 9102 includes one or morelight-emitting devices located in a roadway that, when activated by atrigger, present a visible sign to a passing driver. For example,another module (or “system”) can act as a tolling module, where avehicle toll account is read as the vehicle is encountered by thetolling module when it passes by. Referring again to FIG. 68, a tollingmodule such as system 6708 can perform read or read/write operationswith a passing vehicle having a sticker tag or other silent tag, whenthe vehicle passes through one of the read zones of arrangement 6800.When the read or read/write operation is performed, for example, theaccount balance of the vehicle silent tag is read and a toll deductedfrom the balance, an alerting signal is triggered. Preferably, a signalis sent to activate an alerting light visible to the driver. Forexample, system 6708 may send a signal that a silent tag account hasbeen read, and the account balance is satisfactory. This signal could besent directly to module 9102 or via central unit 6702 or via unit 6710.Module 9102 then activates an alerting light to give an account statussignal, for example, alerting the driver of the silent toll tag vehiclethat the account balance associated with the silent tag is satisfactory.

In one embodiment of the invention, illustrated in FIG. 92, the accountstatus signal is a visible light signal arranged within the roadway andassociated with a vehicle travel lane of an RF read zone used to readthe vehicle toll tag. When vehicle 9202 traveling in lane 9204 passesthrough RF system 9206, a signal is sent that activates light source9208 embedded in the surface of lane 9204. Lighting source 9208 can be,for example, a high intensity light emitting diode (LED) whose topsurface is located at or near the surface of lane 9204. Preferably,lighting source 9208 is located within a central portion of travel lane9204 so that a driver of a vehicle traveling within lane 9204 canconveniently see a signal emitted by source 9208 without having to avertattention from the roadway in front of the vehicle. Thus, a driverpassing through RF read zone 9210 sees a visible signal in light source9208 that is associated with the same lane as that containing RF readzone 9210. The driver can then recognize the visible signal asindicating the status of the vehicle toll account.

In one embodiment, visible light source 9208 can include a variety ofsignals (not shown), each representative of a different account status.For example, in one arrangement, light source 9208 includes individualblue, yellow and green light elements, each light indicative of adifferent account status. The blue light, for example, can indicateinsufficient funds to pay for the tolling transaction just attempted byRF system 9206. Depending on the exact nature of the toll account, theblue light may additionally be indicative that a violation is beingreported, or it may indicate to the driver that funds must bereplenished within a certain time in order that a violation not beassessed. Yellow can indicate that the toll tag account is low, andshould be replenished. Green can indicate that the toll tag contains asufficient balance that no action need be taken in the near future.

However, other configurations of alerting lights are possible. In otherembodiments of the invention, a single type of alert signal is sent to adriver after passing through a zone where an RF toll transaction takesplace. For example, a single yellow light can be activated to alert adriver of insufficient or low funds in the account associated with thedriver's toll tag, or a single blue light could be used to indicateinsufficient funds in the toll tag account.

Thus, system 9102 provides a convenient way to alert a driver as to anaccount status so that the driver can be apprised in real time, and beenabled, for example, to take corrective action when necessary andpossibly prevent imminent toll violations from being enforced, orprevent continued violations from occurring. Furthermore, a driverreceiving a green signal, for example, is provided with reassuranceduring a trip, so that time consuming action need not be taken to checkaccount balances to ensure that a vehicle can properly be operated on anautomatic toll road.

In embodiments of the invention, system 9102 employs specific criteriato set account balance boundaries that delineate the different accountstatus regions. For example, the green/yellow account balance boundarymight be set based on average vehicle travel patterns that determine howmuch more toll charges a driver is likely to incur within a set periodof time.

In another embodiment of the invention, illustrated in FIG. 93, multiplelighting sources are employed in travel lanes to alert a passing vehicleas to account status of an RF toll tag account. As illustrated, a seriesof three lighting sources 9302 are located within each lane, where eachlighting source may comprise multiple individual lights, such as blue,green, yellow lights. Lighting sources 9302 are mutually spaced alonglane 9304 so that a driver in traveling vehicle 9306 can be properlyalerted as to RF tag account balance after the vehicle passes through atolling point, such as RF read zone 9308. In one embodiment of theinvention, the individual light source, for example, 9302 b, that isactivated, is chosen based on its distance from an RF read zone, forexample, from gantry 9312 associated with read zone 9308, as well asother factors. For example, a loop sensor system, such as IVIS array9310 can be used to measure vehicle speed of a passing vehicle, fromwhich it can be determined the best lighting source 9302 to activate tocatch the driver's attention. Thus, for example, for faster vehiclespeed a signal is sent to activate a lighting source located at afurther distance from the RF read zone. Preferably, the distance along aroadway in the travel direction between RF read zone 9306 and alertingsignal lights 9302 is about 20 to 120 feet.

In other embodiments, a visual systems such as VICU 6714, or visiontracking system 6706 can be used to capture license plate informationand assess a toll for a pay by plate vehicle, as well as initiate aviolation report, if necessary. In these latter embodiments, lightingsources that are triggered by the visual system are chosen to be locatedwithin a travel lane and spaced about 20-120 feet (in the direction ofvehicle travel) from a license plate capture camera or other device thatacts as a tolling point.

In embodiments where only a single lighting source is employed in avehicle alert system, the separation distance between the lightingsource and a tolling point can be set based on select criteria. Forexample, average vehicle speed and/or average vehicle spacing in thevicinity of the tolling point can be used to determine the appropriateseparation distance.

In further embodiments of the invention, the techniques described abovewith respect to FIGS. 67-83 and 88-90 that are used for identifying moreaccurately vehicle lane position in a multilane environment, areemployed in conjunction with a driver alert module to provide to adriver passing through a tolling region a visible alerting signal in theproper travel lane. For example, combinations of lane straddling diamondsensors, vision tracking sensors and RF read zones, can be used toaccurately determine lane position of a vehicle whose account is beingtolled and account balance checked. Accordingly, a lighting source inthe vehicle travel lane predicted to be that of the tolled vehicle isactivated.

In other embodiments of the invention, system 9102 can be used inconjunction with any combination of other systems (also termed“modules”) such as RF system 6708, IVIS 6704, Vision tracking system6706, and VICU 6714, where at least one of the other modules provides ameans for identifying a vehicle or vehicle toll account and assessing atoll associated with that account. Accordingly, a driver of anidentified vehicle can be alerted that a toll is being assessed, orsimply that information associated with the vehicle has been recorded.Vehicle identification using Tandem RF read zones

FIG. 84 illustrates a tandem RF read zone geometry employed inconjunction with an IVIS sensor array according to another exemplaryembodiment of the present invention. Tandem RF read zone system 8400employs two RF gantries, 8402, 8403 arranged to create read zones 8404,8406 that are positioned in tandem for a vehicle traveling along thedirection of traffic flow indicated. The tandem geometry affordsadvantages over conventional RF based technologies, such as automaticvehicle identification (AVI) systems employed currently in some statesfor Electronic Toll Collection (ETC), as discussed in detail below.

In some AVI systems that employ RF read technology, a read-only systemis employed. This involves simply reading an identifier from a tolltransponder, which can then be used by a processing unit in an AVIsystem to charge an account associated with the identifier, analogous tocharging an account associated with a credit card number. In atransaction carried on with a passing vehicle, a vehicle tag is readonce as it passes through an RF read zone, and a toll charged to theaccount associated with the tag.

More typically, AVI technology employs read/write technology, in whichinformation can also be written by an RF antenna to a toll tag on apassing vehicle. In the latter case, an RF system first interacts withthe toll tag to determine information such as a transponder number, atransponder ID, a current balance on the toll tag, and various otherdata that is contained on the transponder. Based on this information,the system makes a decision as to whether a payment valid and writeinformation back to the transponder. The information typically includesan updated account balance for the toll tag. Finally, the system mayread the information again to verify that all the previous transactionstook place as planned.

However, conventional AVI systems conduct the above-described multipletransactions in a fairly inefficient manner for vehicles traveling athigh roadway speeds. Originally such systems were designed for stop andgo transactions in single lanes, and not intended to operate in a highspeed MVIC environment. The conventional technology involves reading anRF tag once while the vehicle is within a single lane, and writing backto the tag once for read/write systems. However, when a vehicle passesfrom one zone of reading and writing in a first lane and into anadjacent lane, it enters a different zone of reading and writing.Therefore, a toll transaction started while the vehicle travels throughthe first zone may be interrupted before completion. If anothertransaction is subsequently started in the second zone corresponding tothe new travel lane, it may also lack sufficient time to complete beforethe vehicle leaves the read zone area. Therefore, revenue is lost and atransaction is not fully captured.

In addition, if a read or write process fails, at typical highwayvehicle speeds, there is typically not sufficient time to conduct asecond attempt at reading or writing before a vehicle leaves a readingzone. Also, the potential exists with conventional AVI technology for anantenna that is used for a first travel lane to inadvertently transactwith a vehicle transponder in an adjacent lane or in a straddling regionof the lane, and mis-associate the transponder with a vehicle passingthrough the first lane (cross-lane read). This can occur because an RFread signal bounced off a vehicle transponder in the adjacent lanereflects off the vehicle in the first lane, causing the transponder ofthe adjacent vehicle to be interpreted as residing in the first vehicle.Therefore, the system could collect revenue from the transponder of theadjacent lane vehicle while charging the vehicle for violation, since itwas not read by the antenna in its lane. Also, the potential exists tocharge a vehicle transponder in two adjacent lanes if an RF read zone issufficiently over-lapping.

It is common practice in conventional AVI systems to reduce cross-lanereads using time division multiplexing for adjacent RF zones, so thatantennas are cycled off and on in a pattern that provides for noadjacent antennas to be on simultaneously. However, this practiceincreases the likelihood that a vehicle tag passing at high speed andchanging lanes will fail to be read at all.

System 8400 of the present invention overcomes the above problems byproviding two large powerful RF read zones 8404, 8406. As depicted inFIG. 84, RF read zones 8404 and 8406 comprise respective overlappingsubzones 8408 and 8410, each subzone created by a single antenna ofantennas 8412 and 8414, respectively. Preferably both zones 8404 and8406 are approximately 20 feet in length. Preferably the overlap ofsubzones along a border region between lanes 8418 and 8420 is such thateach antenna 8412 and each antenna 8414 can read a vehicle that ispositioned in either lane. Preferably, antennas 8412, 8414 areconfigured so that an antenna angle can be varied from about 2 degreesto about 35 degrees with respect to horizontal. In a preferredembodiment, RF zones 8404 and 8406 are kept on continuously. Alsoincluded in system 8400 are IVIS lane straddling sensors 8416 a, 8416 b,8416 c that can detect the presence of vehicle lane straddlers.

In a preferred embodiment, a vehicle toll tag (not shown) is read whilepassing through zone 8406. System 8400 is configured so that asuccessful read can take place if the vehicle tag passes through onlylane 8418, only lane 8420, or a combination of the two lanes whiletraversing zone 8406. For example, continuous reads can be conducted ata rate of about 300 times per second, or every three milliseconds,resulting in about 75 reads for a vehicle traveling at 60 mph throughthe center of a 20 ft read zone. Thus, system 8400 has sufficient timeto conduct multiple reads of each passing vehicle, even if a vehicle isstraddling the lanes or passing between lanes, where the amount ofsuccessful reads may be reduced by about 50%.

In an exemplary embodiment of the present invention, system 8400 isconfigured to conduct read/write transactions with a vehicle containinga read/write RF toll tag. FIG. 85 depicts steps in a method forconducting multiple transactions with a passing vehicle, according to apreferred embodiment of the present invention. Referring also to FIG.84, in step 8502, system 8400 conducts an initial read of a read/writetoll tag as a vehicle enters zone 8406. Preferably, system 8400 collectsinformation such as tag number and present account balance.

In step 8504, system 8400 updates the account balance for the vehicletoll tag. The updated balance reflects a toll deducted from the presentaccount balance based on a predetermined toll value to be assessedagainst the vehicle.

In step 8506 information is written back to the toll tag that includesthe updated account balance.

In step 8508, the toll tag is re-read by system 8400 to determinewhether the toll transaction was properly recorded and the accountbalance accurately updated.

In step 8510, system 8400 conducts multiple RF reads of the vehicle asit moves through secondary RF read zone 8404. In a preferred embodiment,the multiple reads are conducted primarily to track the vehicle positionas it passes through zone 8402. In this manner, the vehicle can beproperly identified so that system 8400 properly associates the vehiclewith the RF transponder transactions that occurred in steps 8502-8508.This also helps the system distinguish the paying vehicle from a vehiclepassing nearby that does not have a transponder. Preferably, as thevehicle moves through zone 8404, lane straddling sensors 8416 a-8416 care used to provide additional vehicle tracking data. In an exemplaryembodiment, a vision tracking system (VTS) described above, is used tocapture vehicle images when the vehicle passes through zone 8404. Thelane straddling sensor data, RF data, and VTS data can be passed to anMVIC controller in order to correctly associate the paying vehicle andany non paying vehicle with the captured vehicle images and to classifyvehicles, detect vehicle speed, and vehicle movement. When a vehiclethat does not have a valid toll tag (non-paying vehicle) is identified,further vehicle information of that vehicle can be gathered andprocessed, for purposes of general data collection, statistics, orenforcement. For example, a license plate image of a vehicle not payingvia RF toll tag can be captured and used to determine whether thenon-paying vehicle is a registered pay by plate vehicle, in which casean appropriate toll can be assessed by the latter method. If thenon-paying vehicle is not registered to pay by means other than RF tolltag, a violation report can be forwarded to an appropriate violationenforcement system.

In another embodiment of the present invention, system 8400 is employedto conduct transactions with a read only vehicle toll tag. In this case,the read-only toll tag can be read initially as the vehicle enters zone8406 to extract information such as an account number to charge a toll.The toll tag can be read multiple times to ensure a correct transaction.

A benefit of the system of the present invention is that the tandem RFread zones afford a greater possibility to complete a series oftransactions with a read/write transponder. If, for example, there is adifficulty in finally writing back to the transponder and verifying thatthe correct amounts associated with a toll transaction are properlyreceived from the transponder, while the vehicle is in zone 8406, system8400 can package the information from the transactions conducted in zone8406 and send the information to the transponders of zone 8404 so thatany unfinished transactions can be completed. In other words, the systemcontinues the transaction series with the vehicle transponder at a pointwhere it was unable to complete it using RF read zone 8406. In theexample shown in FIG. 84, two tandem RF read zones create an effectiveread zone length of about 40 feet for the case of 20 ft long individualread zones. Thus, system 8400 is afforded nearly half a second tocomplete a series of toll transactions with a vehicle passing at 60 mph.

Although FIG. 84 depicts an embodiment in which two gantries 8402, 8403are employed to create tandem RF read zones, other embodiments canemploy a single gantry to create RF tandem read zones. Moreover,embodiments employing more than two RF antennas in each gantry forreading more than two lanes are contemplated.

In another embodiment of the present invention, a dual read zone systemis employed for RF read/write toll tags used in vehicles traveling in aclosed toll road system. In this case, at the entry point, informationon time, date, and vehicle location is written to the transponder, whileat the exit point, this information is read out to determine thedistance traveled on the toll road, so that a distance-based toll can beassessed.

In another embodiment of the present invention, RF read zones 8404 and8406 are created using mutually different RF technologies. In thisembodiment, read zone 8404 is capable of communicating with RF devices,such as transponders of a first RF technology type. Read zone 8406 iscapable of communicating with RF transponders of a second RF technologytype. In general, the first and second RF technology types can differsuch that RF tags of either technology type can only be read or writtento by one of read zones 8404, 8406. For example, the RF read zonetechnology associated with read zone 8404 may be unique to a vendorselling a particular RF toll tag, so that only those vehicles having thevendor's toll tags can be read in read zone 8404. Similarly, read zone8406 may correspond to a second vendor's unique RF technology alsoconfigured to only interact with toll tags sold by the second vendor.This configuration of a tandem RF read zone system is useful whenvehicles using RF tags of differing technologies are permitted toconcurrently use a common roadway as a tolling road. Accordingly, inthis embodiment, a vehicle having one of two differing RF toll tags canbe read when passing through system 8400, either within read zone 8404or read zone 8406. The dual gantry arrangement of FIG. 84 can beextended to include additional gantries that create additional RF readzones, where the additional RF read zones employ still other RFtechnologies for communicating with still other RF tag types. Thus, inother embodiments, a multiple RF read zone arrangement for reading oneof a multiple set of different permissible RF tags types is possible.

In further exemplary embodiments of the present invention, each RFtechnology type of a multiple RF read zone system is associated with adual RF read zone that operates as described above to allow reading,writing, and vehicle tracking through tandem read zones. Thus, in anembodiment used for two different RF read technologies, four RF readzones are created in tandem, two of which are used for a first RFtechnology and the other two used for a second technology. Accordingly,vehicles having RF toll tags corresponding to either one of the two RFtechnologies employed in the four zone system, can be read, written to,and tracked while passing through the system.

Synchronization of Loop Based Sensors

In a further aspect of the present invention, a system for controllingloop based sensors in a multilane environment comprises a master programthat controls the sampling periods of loop based sensors. A commonproblem that occurs using inductive loop technology in multiple lanes,either in a multilane open road environment or a toll plaza or toll rampenvironment, is overlap of adjacent sensor fields during operation. If afirst lane and second, adjacent lane both have loop detectors, where theloop detectors of the first and second lane are located next to eachother, the probability exists that at various times the loop detectorswill be on at the same time and overlap frequencies. When the adjacentloops are on simultaneously, a mutual change of induction within eachloop is likely to be induced, such that one or both of the loops may beinterpret the change to indicate a vehicle presence, even in the absenceof a vehicle. In addition, if a vehicle is present, the change ininductance induced by mutual overlap could confuse an inductive loopthat the vehicle passes over into miscounting the number of vehicleaxles and misclassifying the vehicle.

In a preferred embodiment of the present invention, individual loopdetector controllers are configured to control sampling periods of loopsensors (or sensors) within individual lanes such that the samplingperiods of loop sensors within one lane are coordinated with thesampling periods of loop sensors within adjacent lanes. Preferably, likesensors in a sensor array in a first lane are placed adjacent to likesensors of sensors in adjacent lanes, as illustrated in FIG. 86. Eachlane of lanes 8610, 8612, and 8614 contain a group of loop sensors 8602,8604, 8606, 8608. In this embodiment, each sensor of each group of foursensors is arranged adjacent to a like sensor (same sensor type) in oneor more adjacent lanes. In other embodiments, each sensor group in anindividual lane comprises eight individual sensors. In still otherembodiments, sensors are arranged next to different sensor type in anadjacent lane.

Referring to FIG. 86, a master program communicates with loop detectorcontrollers for each lane 8610, 8612, and 8614. The master program sendsinstructions that determine sampling periods for the loop sensorsdepicted in FIG. 86. The sampling periods are arranged so that any loopsensor is not being sampled during a sampling period of a loop sensorimmediately adjacent in an adjacent lane. For example, if sensor 8604 inlane 8612 is on, then sensors 8604 in lanes 8610 and 8614 are off forthe duration of sampling of 8604 in lane 8612.

FIG. 87 shows a control page 8700 of a master program for controllingsampling periods in an exemplary multilane loop sensor system configuredas an IVIS system that contains eight lanes with IVIS sensors, accordingto an embodiment of the present invention. Two of the lanes contain fourIVIS sensors and the remaining lanes each contain eight sensors. Asillustrated, each sensor position status is shown for a given moment intime. An overall checkerboard pattern is formed where every “primarysampling period” sensor (indicated by a “1”) is surrounded by “secondarysampling period” (indicated by “0”) sensors, both in adjacent lanes, andat adjacent positions within a lane of the “primary sampling period”sensor. The master program controls the IVIS sensor sampling patternshown in FIG. 87 such that any position in the checkerboard oscillatesfrom primary sampling period to secondary sampling period according to aperiod corresponding to the sensor sampling period.

In order to synchronize an entire toll plaza regardless of its quantityof IVIS sensors, so that a checkerboard pattern of sensor sampling ismaintained, a synchronization signal is sent to all IVIS detectors.Preferably, the master program communicates with IVIS detectors over anEthernet, serial or a dedicated communications line. Preferably, asignal is sent at one time to all IVIS detectors with instructions tobegin a primary sample period instantly or at a predetermined time. Inan exemplary embodiment, this synchronization signal is sent to everysensor on a predetermined time schedule. For example, a synchronizationsignal could be sent every 10 to 15 seconds or every 30 seconds,depending on an amount of drift in crystals used for clock timing withinthe detectors.

In another embodiment, if clock speed of detectors used in an IVISsystem are extremely accurate and have no drift, only a singlesynchronization signal is sent. Thus, a single synchronization uponstart up of all lanes is sent.

In still another embodiment of the invention, all detector boardscorresponding to the IVIS detectors are synchronized according to thephase of a common power source used to power all the IVIS detectors.

The foregoing disclosure of preferred embodiments of the presentinvention has been presented for purposes of illustration anddescription. It is not intended to be exhaustive or to limit theinvention to the precise forms disclosed. Many variations andmodifications of the embodiments described herein will be apparent toone of ordinary skill in the art in light of the above disclosure. Forexample, with respect to the structure or operation of an MVIC system,use of any combination of the systems 6704, 6706, 6708, 6710, and 6714is believed within the scope of the invention. Furthermore, use of theaforementioned systems, in particular systems 6704, 6706, 6708, and 6714to collect and manage vehicle information other than for tollingpurposes is within the scope of this invention. For example, imagecapture, vision tracking, and vehicle classification performed by theaforementioned systems can be used for the purposes of data collectionor law enforcement purposes. The scope of the invention is to be definedonly by the claims appended hereto, and by their equivalents.

Further, in describing representative embodiments of the presentinvention, the specification may have presented the method and/orprocess of the present invention as a particular sequence of steps.However, to the extent that the method or process does not rely on theparticular order of steps set forth herein, the method or process shouldnot be limited to the particular sequence of steps described. As one ofordinary skill in the art would appreciate, other sequences of steps maybe possible. Therefore, the particular order of the steps set forth inthe specification should not be construed as limitations on the claims.In addition, the claims directed to the method and/or process of thepresent invention should not be limited to the performance of theirsteps in the order written, and one skilled in the art can readilyappreciate that the sequences may be varied and still remain within thespirit and scope of the present invention.

1. A system for managing a multi-lane road, comprising: a plurality ofvehicle detection sensors arranged on two or more lanes of the road sothat each of the two or more lanes of the road contains at least one ofthe plurality of vehicle detection sensors, the vehicle detectionsensors further arranged so that like sensors in adjacent lanes aremutually adjacent to each other; a plurality of loop detectorcontrollers each associated with one of the two or more lanes of theroad, wherein each of the plurality of loop detector controllers is incommunication with one or more vehicle detection sensors that are in thelane associated with a respective loop detector controller; acommunications channel connected to the plurality of loop detectorcontrollers; and a communications master program operable over thecommunications channel for sending a synchronization signal to theplurality of loop detector controllers, wherein a sampling period ofeach vehicle detection sensor does not overlap with that of a contiguousvehicle detection sensor in an adjacent lane.
 2. The system of claim 1,wherein one or more of the vehicle detection sensors are inductive loopsensors.
 3. The system of claim 1, wherein the communications channel isassociated with one of an Ethernet network and a dedicatedcommunications channel.
 4. The system of claim 1, wherein thesynchronization signal is sent to each loop detector controller on apredetermined time schedule.
 5. The system of claim 4, wherein thepredetermined time schedule corresponds to one of a single instance atthe start up of all the lanes and a regular interval that is betweenabout 1 seconds and about 60 seconds.
 6. The system of claim 1, whereinthe communications master is a program configured to provide a controlpage that displays a schematic layout of a position and sensor primaryand secondary sampling period status of each of the plurality of vehicledetection sensors.
 7. The system of claim 6, wherein the schematiclayout comprises an X-Y grid, and wherein sensor primary and secondarysampling period status comprises a substantially checkerboard pattern.8. The system of claim 7, wherein each position on the checkerboardpattern oscillates from primary to secondary sampling period accordingto a predetermined sensor sampling period.
 9. A method for intelligentvehicle identification, comprising: arranging a plurality of vehicledetection sensors in a plurality of lanes of a road such that vehicledetection sensors in adjacent lanes are mutually adjacent; sending asynchronization signal to two or more loop detector controllers, whereineach loop detector controller is in communication with one or more ofthe vehicle detection sensors; scheduling a sampling period for eachvehicle detection sensor, wherein the sampling period of each vehicledetection sensor does not overlap with that of a mutually adjacentvehicle detection sensor in an adjacent lane.
 10. The method of claim 9,wherein one or more of the vehicle detection sensors are inductive loopsensors.
 11. The method of claim 9, wherein the synchronization signalis sent over one of an Ethernet connection or a dedicated channel. 12.The method of claim 9, wherein the synchronization signal is sent onceduring start up of all the plurality of lanes.
 13. The method of claim9, wherein the synchronization signal is sent at a regular interval ofbetween about 1 second and about 60 seconds.
 14. A system for managing amulti-lane toll road, comprising: a first vehicle detection sensorarranged on a first lane of the toll road, the first vehicle detectionsensor in communication with a first loop detector controller; a secondvehicle detection sensor arranged on a second lane of the toll road, thesecond vehicle detection sensor is in communication with a second loopdetector controller, wherein the second vehicle detection sensor ismutually adjacent to the first vehicle detection sensor; acommunications channel connected to the first loop detector controllerand the second loop detector controller; and a communications masterprogram operable over the communications channel for sending asynchronization signal to the first loop detector controller and thesecond loop detector controller, wherein a sampling period of the firstvehicle detection sensor does not overlap with the second vehicledetection sensor.
 15. The system of claim 14, wherein the vehicledetection sensor comprises at least one inductive loop sensor.
 16. Thesystem of claim 14, wherein the communications channel is associatedwith one of an Ethernet network and a dedicated communications channel.17. The system of claim 14, wherein the synchronization signal is sentto each vehicle detection sensor on a predetermined time schedule. 18.The system of claim 17, wherein the predetermined time schedulecorresponds to one of a single instance at the start up of all the lanesand a regular interval that is between about 1 second and about 60seconds.
 19. A method for intelligent vehicle identification on a tollroad, comprising: arranging a first vehicle detection sensor in a firstlane of the toll road; arranging one or more additional vehicledetection sensors in one or more additional lanes of the toll road;sending a synchronization signal to each of the vehicle detectionsensors; and scheduling a sampling period for each vehicle detectionsensor, wherein the sampling period of each detection sensor residing ineach respective lane, does not overlap with that of a sensor in anadjacent lane to the respective lane.
 20. The method of claim 19,wherein one or more of the vehicle detection sensors are inductive loopsensors.
 21. The method of claim 19, wherein all of the vehicledetection sensors are inductive loop sensors.
 22. The method of claim19, wherein the synchronization signal is sent once during start up ofthe intelligent vehicle identification system.
 23. The method of claim19, wherein the synchronization signal is sent at a regular interval ofbetween about 1 seconds and about 60 seconds.
 24. The method of claim19, wherein the synchronization signal is based on a phase of a commonpower supply that provides power to each of the vehicle detectionsensors.